Port railway loading and unloading area shunting operation method and system

Abstract

This invention discloses a method and system for shunting operations in a port railway loading and unloading area. The method includes: when a shunting locomotive pushes a train from the port station into the loading and unloading area's operational control boundary, the shunting locomotive switches from CTC system control to ECS system control based on transponder group signals; the shunting locomotive stops at a designated location and uncouples the trains based on ECS system signals; and then returns to the port station alone. When the shunting locomotive leaves the loading and unloading area's operational control boundary, the shunting locomotive switches from ECS system control to CTC system control based on transponder group signals and returns to the port station according to CTC control instructions. This invention proposes an interactive method between the automated railway container yard control system and the loading and unloading operation control system, eliminating control blind spots and achieving seamless integration of train transportation and container loading and unloading operation control. This improves the automation and reliability of container transportation and loading and unloading operations, thereby increasing the efficiency of container cargo transportation.

Description

Technical Field

[0001] This invention belongs to the field of automation control technology, specifically relating to a method and system for shunting operations in a port railway loading and unloading area. Background Technology

[0002] Container multimodal transport boasts advantages such as a long industrial chain, high efficiency, speed, intensive economy, and safety and reliability, making it an important direction for the development of freight transportation. The main objective of container rail-water intermodal transport systems is to organize transshipment between rail and ship, achieving seamless connections as much as possible. This involves optimizing resource integration and scientific organization and management to ensure seamless integration between rail and water systems and their components, minimizing time and maximizing efficiency in the connection points of container rail-water intermodal transport at ports and stations. It also guarantees accurate, rapid, safe, and convenient spatial movement of containers, efficiently completing container transshipment operations.

[0003] For port container handling operations, the layout of port loading and unloading lines extending from railway bays into the port is now very common. However, the railway and port generally operate under independent management models, with low levels of information sharing during coordination between different management and control systems. This results in cumbersome handover procedures for railway locomotives being pulled to the port, with the handover process mostly handled manually and lacking automation. The inability to share information prevents the provision of a streamlined, one-stop service for container customers, including a single point of contact, single-ticket settlement, and seamless processing, severely impacting operational efficiency. Summary of the Invention

[0004] The purpose of this invention is to overcome the defects of the prior art. This invention provides a method and system for shunting operations in a port railway loading and unloading area. This invention shares and releases railway line and train resources, and allocates and adjusts train and operation information accordingly, enabling simultaneous tracking of multiple trains and synchronous operation of multiple bridges, thereby achieving coordinated operation between different control systems.

[0005] To achieve the desired effect, the present invention adopts the following technical solution:

[0006] This invention discloses a method for shunting operations in a port railway loading and unloading area, comprising:

[0007] After the shunting locomotive pushes the train from the harbor station into the loading and unloading area operation control boundary, the shunting locomotive switches from CTC system control to ECS system control according to the signal of the transponder group. After stopping at the designated position and uncoupling the cars according to the signal of the ECS system, the shunting locomotive returns to the harbor station alone.

[0008] After a shunting locomotive leaves the loading and unloading area's operational control boundary, it switches from ECS system control to CTC system control based on the transponder group's signal, and returns to the harbor station according to the CTC's control instructions.

[0009] Furthermore, the specific steps for the shunting locomotive to switch from CTC system control to ECS system control based on the transponder group signal after pushing the train from the harbor station into the loading and unloading area operation control boundary are as follows:

[0010] After the shunting locomotive enters the operation control boundary of the loading and unloading area according to the signal issued by the CTC system, it switches to ECS system control according to the signal of the transponder group.

[0011] The system checks whether the shunting locomotive has been switched to ECS system control. If not, the shunting locomotive stops and is manually switched back to ECS system control. If so, the shunting locomotive sends an arrival signal to the ECS system. The ECS system then sends the target stopping point and loading / unloading line number to the shunting locomotive based on the train information detected by the transponder group and axle counting equipment.

[0012] Furthermore, the specific steps for switching the control of the shunting locomotive from the ECS system to the CTC system based on the transponder group signal after the locomotive has moved out of the loading and unloading area operation control boundary are as follows:

[0013] When the shunting locomotive stops at the target parking point in the port railway loading and unloading area, the ECS system detects whether the train's parking position is within the target range. If not, the ECS system sends position deviation correction information; if so, the ECS system sends preparation operation information to the shunting locomotive. After uncoupling, the shunting locomotive moves in the direction of leaving the port railway loading and unloading area. When the shunting locomotive leaves the operation control boundary of the loading and unloading area, the shunting locomotive switches from ECS system control to CTC system control according to the signal from the transponder group.

[0014] The system checks whether the shunting locomotive has been switched to CTC system control. If not, the shunting locomotive stops and is manually switched back to CTC system control. If yes, the CTC system sends a signal to the shunting locomotive indicating that it has left the port railway loading and unloading area and informs the ECS system. The ECS system uses the monitoring equipment in the port railway loading and unloading area to detect whether the shunting locomotive has left. If yes, the ECS system informs the ASC system to start loading and unloading operations.

[0015] This invention also discloses a shunting operation system for a port railway loading and unloading area, comprising:

[0016] The CTC system is used to control the movement of shunting locomotives outside the loading and unloading area of ​​the port railway and to control shunting operations.

[0017] The ECS system is used to control the movement of shunting locomotives and shunting operations within the port railway loading and unloading area;

[0018] A shunting locomotive is used to receive a control switching signal sent by a transponder group during shunting operations, according to any of the methods described above, to switch from CTC system control to ECS system control, or from ECS system control to CTC system control.

[0019] Transponder groups are used to transmit data and switching signals to shunting locomotives via the ECS and CTC systems.

[0020] Axle counting device is used to count the number of axles passed by a train by measuring the number of times the two adjacent sensors on the wheelset of the train are detected and the time difference, and at the same time determine the direction of travel of the train.

[0021] Furthermore, the axle counting equipment is installed on each loading and unloading line in the port railway loading and unloading area to detect the idle or occupied status of the loading and unloading line, as well as to detect the integrity of the train.

[0022] Furthermore, the transponder group is installed at the boundary of the port railway loading and unloading area.

[0023] Furthermore, the shunting locomotive is equipped with vehicle-to-ground wireless communication capabilities with both the CTC system and the ECS system. The implementation of the vehicle-to-ground wireless communication capability specifically includes: a module based on LTE-R compatible wireless communication, or a mode of vehicle-to-ground wireless communication WLAN technology combined with trackside wireless AP equipment.

[0024] Furthermore, the shunting locomotive also has a self-checking function, specifically including: when the control system is switched, if the shunting locomotive cannot normally receive the control information or parse the forward travel information, the shunting locomotive automatically switches back to the original control system and sends an alarm message, while simultaneously applying emergency braking and continuing to request control from the waiting system until the shunting locomotive can normally receive the control information or parse the forward travel information.

[0025] Furthermore, it also includes a TOS system. The CTC system interacts with the ECS system through the TOS system. The TOS system arranges operation plans based on the real-time resource usage in the port railway loading and unloading area. When there is a loading and unloading task, the TOS system sends a dispatch signal to the CTC system to control the shunting locomotive to push the train into the port railway loading and unloading area for shunting operations.

[0026] Furthermore, the port railway loading and unloading area is located behind the terminal yard, and the containers in the yard are transferred between trains and AGV / IGVs by unmanned loading and unloading equipment to complete the container loading and unloading operations.

[0027] Compared with existing technologies, the beneficial effects of this invention are as follows: This invention proposes a method and system for shunting operations in port railway loading and unloading areas. This invention is applicable to both traditional railway control systems and the handover control of automated CTC and ECS systems. This method eliminates the control blind spots of two independent railway control systems, improving the automation level of the connection between the railway control area and the loading and unloading control area. Based on the control mode switching of transponders, axle counting devices, and onboard equipment, this invention can achieve uninterrupted automatic switching during shunting locomotive operation, improving operational efficiency and ensuring operational safety. Based on the shunting locomotive operation control method, this invention develops new technologies for transponder groups that enable the transmission and reception of information from the information source to the transponder. Furthermore, it ensures that the switching method can promptly detect and address system faults, conforming to the basic principle of "fault-safety." This invention, combining the transportation modes and characteristics of multimodal railway container yards, proposes an interactive method between the automated railway container yard control system and the loading and unloading operation control system. This method eliminates control blind spots, achieves seamless integration of train transportation and container loading and unloading operation control, improves the automation and reliability of container transportation and loading and unloading operations, and thus improves the work efficiency of container cargo transportation. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1 This is a schematic diagram illustrating a scenario application of a shunting operation method for a port railway loading and unloading area provided in an embodiment of the present invention.

[0030] Figure 2 This is a flowchart illustrating the process of a shunting locomotive entering a port railway loading and unloading area, as provided in an embodiment of the present invention.

[0031] Figure 3 This is a flowchart illustrating the departure of a shunting locomotive from a port railway loading and unloading area, as provided in an embodiment of the present invention. Detailed Implementation

[0032] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0033] The handover process between the harbor station and the port railway loading / unloading area is as follows: After the main locomotive pulls the freight train to the harbor station, the train is stored on the freight line. The main locomotive, after being detached, does not participate in the traction operations between the harbor station and the port railway loading / unloading area. Instead, a dedicated shunting locomotive from the port railway loading / unloading area pulls the freight train to the port railway loading / unloading area. The entire shunting locomotive movement is controlled by the CTC system (Harbor Station Centralized Dispatch System). The port railway loading / unloading area control system only provides the train's location and does not participate in train control. There is no information exchange between the systems of the harbor station and the port railway loading / unloading area, resulting in low automation and difficulty in achieving interconnectivity.

[0034] The procedures for trains entering and leaving HarbourFront Station are as follows:

[0035] 1. After the main locomotive is uncoupled, the shunting locomotive receives the signal from the CTC system indicating that it is entering the port railway loading and unloading area and pulls the train into the port railway loading and unloading area.

[0036] 2. When the shunting locomotive enters the port railway loading and unloading area, the port railway loading and unloading area system locates the position of the goods to be loaded or unloaded, and the on-site personnel and the shunting locomotive driver notify the cargo train when to stop through handheld radios and other equipment.

[0037] 3. Shunting locomotives use the shunting signal at the entrance of the port railway loading and unloading area as proof of departure. They can leave the port railway loading and unloading area after the signal is cleared. Based on the video footage from the on-site monitoring, shunting locomotives stop and detach from the liner, and then leave the work area according to the route signal issued by the CTC system.

[0038] In this method, the locomotives traveling on cargo trains have long travel distances and low efficiency, failing to meet the transportation needs of direct access from the port terminal to the loading and unloading area. Because the ECS (Port Equipment Control System) cannot fully reflect the real-time operational status of the port terminal, this method currently poses significant safety risks. Furthermore, information sharing between systems is relatively closed, lacking complete interconnectivity, resulting in poor handling and response capabilities for emergencies.

[0039] Based on the above series of issues, see Figures 1 to 3 This invention discloses a method for shunting operations in a port railway loading and unloading area, comprising:

[0040] After the shunting locomotive pushes the train from the harbor station into the loading and unloading area operation control boundary, the shunting locomotive switches from the CTC system (harbor station dispatching centralized system) to the ECS system (port equipment control system) according to the signal of the transponder group. After the shunting locomotive stops at the designated position and uncouples the cars according to the signal of the ECS system, the shunting locomotive returns to the harbor station alone.

[0041] After a shunting locomotive leaves the loading and unloading area's operational control boundary, it switches from ECS system control to CTC system control based on the transponder group's signal, and returns to the harbor station according to the CTC's control instructions.

[0042] It is worth noting that the port operation area and the railway operation area are two indispensable areas for intermodal transport operations in container ports. The distribution of these two areas affects the organization of loading and unloading operations in intermodal transport at container ports. Currently, there are two layout modes for the two operation areas in intermodal ports: the front-end layout and the rear-end layout. Considering the transportation needs and current status of automated container terminals, this invention adopts the rear-end layout mode, in which the railway operation area is located behind the port yard. Containers in the yard need to be transferred between railway vehicles and unmanned horizontal transport equipment (AGVs / IGVs) using unmanned loading and unloading equipment (automated hoisting equipment, yard cranes, yard gantry cranes, etc.) to complete the container loading and unloading operations.

[0043] In addition, the handover of freight trains between the port operation area and the railway bay station takes place within the railway bay station. A shunting locomotive pushes the train into the port operation area, with the locomotive positioned at the end of the train. After the train is pushed to a designated location within the port operation area and stops, the shunting locomotive can uncouple and rejoin the train. The locomotive then returns to the railway bay station alone to perform the next pushing operation or other tasks. The trains in the port operation area then enter the automatic loading and unloading phase. After all loading and unloading is completed, the shunting locomotive returns to the port operation area and uses a front-end traction method to pull the train out to the railway bay station, thus completing one loading and unloading operation.

[0044] This invention, combining the transportation modes and characteristics of multimodal railway container yards, proposes an interactive method between the automated railway container yard control system and the loading and unloading operation control system. This method eliminates control blind spots, achieves seamless integration of train transportation and container loading and unloading operation control, improves the automation and reliability of container transportation and loading and unloading operations, and thus improves the work efficiency of container cargo transportation.

[0045] On the one hand, the specific steps for the shunting locomotive to switch from CTC system control to ECS system control based on the transponder group signal after pushing the train from the harbor station into the loading and unloading area operation control boundary are as follows:

[0046] After the shunting locomotive enters the operation control boundary of the loading and unloading area according to the signal issued by the CTC system, it switches to ECS system control according to the signal of the transponder group.

[0047] The system checks whether the shunting locomotive has been switched to ECS system control. If not, the shunting locomotive stops and is manually switched back to ECS system control. If so, the shunting locomotive sends an arrival signal to the ECS system. The ECS system then sends the target stopping point and loading / unloading line number to the shunting locomotive based on the train information detected by the transponder group and axle counting equipment.

[0048] This invention is applicable to both traditional railway control systems (i.e., interlocking systems) and automated container yard loading and unloading control systems. This method eliminates the control blind spots of the two independent control systems (CTC system and ECS system) and improves the automation level of the connection between the railway control area and the loading and unloading control area.

[0049] On the other hand, the specific steps for switching the control of the shunting locomotive from the ECS system to the CTC system based on the transponder group signal after the locomotive has moved out of the loading and unloading area operation control boundary are as follows:

[0050] When the shunting locomotive stops at the target parking point in the port railway loading and unloading area, the ECS system detects whether the train's parking position is within the target range. If not, the ECS system sends position deviation correction information; if so, the ECS system sends preparation operation information to the shunting locomotive. After uncoupling, the shunting locomotive moves in the direction of leaving the port railway loading and unloading area. When the shunting locomotive leaves the operation control boundary of the loading and unloading area, the shunting locomotive switches from ECS system control to CTC system control according to the signal from the transponder group.

[0051] The system checks whether the shunting locomotive has been switched to CTC system control. If not, the shunting locomotive stops and is manually switched back to CTC system control. If yes, the CTC system sends a signal to the shunting locomotive indicating that it has left the port railway loading and unloading area and informs the ECS system. The ECS system uses the monitoring equipment in the port railway loading and unloading area to detect whether the shunting locomotive has left. If yes, the ECS system informs the ASC system to start loading and unloading operations.

[0052] This invention is based on a shunting locomotive operation control method. The new technology application of transponder groups can realize the transmission and reception between the information source and the transponder, and can ensure that the switching method can detect and take corresponding measures in a timely manner when the system fails, which is in line with the basic principle of "fail-safe".

[0053] This invention also discloses a shunting operation system for a port railway loading and unloading area, comprising:

[0054] The CTC system is used to control the movement of shunting locomotives outside the loading and unloading area of ​​the port railway and to control shunting operations.

[0055] The ECS system is used to control the movement of shunting locomotives and shunting operations within the port railway loading and unloading area;

[0056] A shunting locomotive is used to receive a control switching signal sent by a transponder group during shunting operations, according to any of the methods described above, to switch from CTC system control to ECS system control, or from ECS system control to CTC system control.

[0057] Transponder groups are used to transmit data and switching signals to shunting locomotives via the ECS and CTC systems.

[0058] Axle counting devices are used to count the number of axles passed by a train by measuring the number of times the sensors on two adjacent wheelsets are activated and the time difference between them, while also determining the direction of travel of the train. Two or more sets of axle counting devices can be used to monitor the vacancy and occupancy of one or more track sections.

[0059] The port station control system of this invention consists of a centralized dispatching system (CTC system), the onboard system of the shunting locomotive, transponder sets, and axle counting equipment. In the dock loading and unloading area, an interface is added between the port production management system (TOS system) and the CTC system to transmit operation signals and status. The port equipment control system (ECS system) is also enhanced with the function of transmitting target location signals and status to the onboard system of the shunting locomotive. Furthermore, track inspection equipment (preferably axle counting equipment) is added to check the vacancy and occupancy status of the railway lines in the loading and unloading area, and the transponder sets are added to transmit switching signals and receive status to the onboard system of the shunting locomotive. By switching the control system based on the control modes of the transponders, axle counting equipment, and onboard equipment, this invention can achieve uninterrupted automatic switching during shunting locomotive operation, improving operational efficiency and ensuring operational safety.

[0060] Furthermore, the axle counting equipment is installed on each loading and unloading line in the port railway loading and unloading area to detect the idle or occupied status of the loading and unloading line, as well as to detect the integrity of the train.

[0061] Specifically, the axle counting device is a track inspection device. Its function is to count the number of axles passed by the train based on the number of times the sensors on two adjacent wheelsets of the passing train detect the axles and the time difference, while simultaneously determining the train's direction of travel and checking the train's integrity. Since the port railway loading and unloading area in this invention does not have track circuits or other signaling equipment, the control system of the loading and unloading area cannot accurately obtain the availability status of each loading and unloading line. Therefore, axle counting devices are installed after the boundary between the loading and unloading area and the harbor station (on each loading and unloading line within the loading and unloading area) to check the availability of the loading and unloading lines and the integrity of the train.

[0062] Furthermore, the transponder group is installed at the boundary of the port railway loading and unloading area.

[0063] Specifically, the transponder group in this invention is installed at the boundary between the loading / unloading area and the harbor station, which can physically divide the scope of the two control areas, and each loading / unloading line is equipped with a transponder group. At the same time, the transponder group also serves as an information transmission medium between the shunting locomotive and the CTC system and ESC system. Unlike the one-way information transmission of traditional transponders, the transponder group of this invention can realize two-way information transmission.

[0064] Preferably, the transponder group in this invention employs a two-way active transponder and a trackside electronic unit (LEU) to complete the two-way information transmission between the on-board system and the ground control system, wherein the trackside electronic unit is connected to the control system via a cable. The transponder group should mainly include the following functions: 1. Transmitting message information between the LEU and the transponder group. 2. Transmitting data from the LEU to the port operation control system and the port station dispatching system respectively. 3. Transmitting message information between the BTM antenna and the transponder group.

[0065] It is worth noting that in this system, the transponder group can receive the induction information from the onboard coils when the shunting locomotive arrives, and can also determine the running direction of the shunting locomotive based on the order in which the train passes the transponder group; it can also send the arrival information of the shunting locomotive to the control area ahead, requesting control from the corresponding control system. When the control system receives the request and issues a confirmation, the transponder sends a control switching command to the shunting locomotive to achieve automatic switching of the control system during the shunting locomotive's movement.

[0066] Preferably, the shunting locomotive is equipped with vehicle-to-ground wireless communication functions with both the CTC system and the ECS system. The implementation of the vehicle-to-ground wireless communication function specifically includes: a 5G module compatible with LTE-R wireless communication, or WLAN technology for vehicle-to-ground wireless communication combined with a trackside wireless AP device, or a GSM-R mode combined with wireless Bluetooth communication.

[0067] Specifically, the onboard system on the shunting locomotive receives a control system switching signal sent by the transponder during the locomotive's operation to achieve automatic switching of the control system. The onboard system should have the function of wireless communication between the vehicle and the ground with the CTC system and the ESC system respectively. The switching signal comes from the request control command sent by the transponder from the master control system.

[0068] Furthermore, the shunting locomotive also has a self-checking function, specifically including: when the control system is switched and the shunting locomotive cannot normally receive control information or parse forward travel information, the shunting locomotive automatically switches back to the original control system and sends an alarm message to indicate that the current system has a fault and requires manual intervention. At the same time, the shunting locomotive applies emergency brakes, stops immediately, and continues to request control from the waiting system until the shunting locomotive can normally receive control information or parse forward travel information.

[0069] Furthermore, it also includes a TOS system. The CTC system interacts with the ECS system through the TOS system. The TOS system arranges operation plans based on the real-time resource usage in the port railway loading and unloading area. When there is a loading and unloading task, the TOS system sends a dispatch signal to the CTC system to control the shunting locomotive to push the train into the port railway loading and unloading area for shunting operations.

[0070] Furthermore, the port railway loading and unloading area is located behind the terminal yard. Containers within the yard are transferred between trains and AGVs / IGVs using unmanned loading and unloading equipment to complete container loading and unloading operations. Railway shunting operations and ASC loading and unloading operations cannot be carried out simultaneously within the same line number area.

[0071] like Figure 1 As shown, this invention employs a tail-pushing method. The shunting locomotive enters the port's railway loading and unloading area from the control area of ​​the railway bay station. Once the rear of the shunting locomotive enters the operational control boundary of the loading and unloading area, the control entity is switched, from the railway bay station centralized dispatching system (CTC) to the port equipment control system (ECS). A wireless communication channel is established between the shunting locomotive's onboard system and the ECS system; the shunting locomotive stops at the designated loading and unloading track position according to the ECS system signal.

[0072] After the shunting locomotive disconnects its coupler from the end of the train according to the ECS system signal, the shunting locomotive returns to the port station alone. After leaving the loading and unloading area operation control boundary, the control body is switched again. The shunting locomotive is switched from being controlled by the port equipment control system (ECS) to being controlled by the railway port station dispatching centralized system (CTC). The shunting locomotive returns to the railway port station according to the port station interlocking signal.

[0073] Once the shunting locomotive leaves the operational control boundary of the loading and unloading area, the automated loading and unloading process officially begins. When the loading and unloading of a train is completed, the Port Production Management System (TOS) sends information to the Railway Terminal Control System (CTC), which then directs the shunting locomotive to re-enter the port railway loading and unloading area. After uncoupling and coupling the train, the locomotive leaves the port railway loading and unloading area according to the ECS system signal, thus completing the entire loading and unloading process.

[0074] For example, such as Figure 2The diagram shows a flowchart of a shunting locomotive entering a port railway loading and unloading area, according to an embodiment of the present invention.

[0075] The TOS system arranges operation plans based on the real-time resource usage in the port railway loading and unloading area (such as the idle or occupied status of loading and unloading lines, the number of AGVs used, etc.), and sends the signal requesting the loading and unloading train to enter the port railway loading and unloading area to the port station dispatching centralized system (CTC system). After receiving the signal, the CTC system arranges shunting locomotives to drive from the port station into the port railway loading and unloading area.

[0076] When a shunting locomotive reaches the boundary between the loading and unloading area of ​​the port railway (i.e., the location of the transponder array), it uses the transponder array to inform the ESC system of the train's arrival and requests to switch the shunting locomotive to the ESC system for control. Upon receiving the request, the ESC system sends a signal to authorize locomotive control via the transponder. The shunting locomotive's onboard system then switches to the controlled mode, i.e., the loading and unloading area control mode. In addition, the axle counting equipment is responsible for detecting and recording the number of axles in the train, which, together with the locomotive number information recorded by the transponders, is stored as the shunting locomotive information for this loading and unloading operation.

[0077] Once the control mode of the shunting locomotive has been switched, it sends a detection command to the ECS system wirelessly. Upon receiving the command, the ECS system recognizes that the shunting locomotive has switched to the loading and unloading operation area control mode and sends the reserved shunting locomotive loading and unloading line number and the target parking point of the shunting locomotive for this loading and unloading operation.

[0078] For example, such as Figure 3 The diagram shows a flowchart of a shunting locomotive leaving a port railway loading and unloading area, according to an embodiment of the present invention.

[0079] After the shunting locomotive pushes the train of wagons to the target stopping point, the ECS system uses video monitoring equipment in the loading and unloading area to collect the relative position of the train and the yard crane, and displays the relevant information on the operator's visual terminal to determine whether the train's position is accurate. When the position deviates and exceeds the allowable range, the ECS system should send position correction information to the shunting locomotive to control it to stop at a suitable position.

[0080] After the ECS system detects that the train position is correct, it sends a preparation message to the shunting locomotive. Upon receiving the message, the shunting locomotive uncouples the cars and waits for the ECS system to send a signal allowing it to leave the loading and unloading area. When the ECS system confirms that no cars are entering the loading and unloading area, it sends a signal to the shunting locomotive to leave the area. The shunting locomotive then moves towards the harbor station and exits the loading and unloading area.

[0081] When the shunting locomotive reaches the boundary between the inner and outer areas of the port railway loading and unloading area (i.e., where the transponder group is located), the transponder group sends a request for control signal to the CTC system based on the direction of travel of the shunting locomotive. After the CTC system sends a signal to the shunting locomotive via the transponder allowing it to switch to the controlled mode, the shunting locomotive automatically switches to the mode controlled by the CTC system. Once the ESC system receives the information that the shunting locomotive has completed the controlled mode switch and has detected that the shunting locomotive has left the port railway loading and unloading area through the video surveillance equipment, the ECS system sends a signal to the ASC system to start loading and unloading operations. The ASC system then controls the yard cranes to perform loading and unloading operations on the train according to the work plan.

[0082] After the ASC system controls the yard crane to execute all the work plans, it sends the completion information to the ECS system. After the ECS system confirms that the loading and unloading operation is completed, it sends a signal to the TOS system requesting the CTC system to pull the work train out of the loading and unloading operation area. The TOS system then requests the shunting locomotive to enter the loading and unloading operation area.

[0083] After the shunting locomotive enters the loading and unloading area in the manner described above, it stops at the designated location and completes the coupling and uncoupling process again. The shunting locomotive then pulls the entire train out of the loading and unloading area. The axle counting equipment counts the axles of the entire train again and compares them with the axles when the train entered to confirm the integrity of the train. After the check is correct, the shunting locomotive completes the switch of the controlled system according to the controlled mode switching process in the aforementioned steps, and then drives out of the loading and unloading area and enters the harbor station to prepare for departure outside the station. At this point, the entire loading and unloading operation process is completed.

[0084] Based on the same inventive concept, this invention also discloses an electronic device, which may include: a processor, a communication interface, a memory, and a communication bus, wherein the processor, communication interface, and memory communicate with each other through the communication bus. The processor can call logic signals in the memory to execute a shunting operation method in a port railway loading and unloading area, including:

[0085] After the shunting locomotive pushes the train from the harbor station into the loading and unloading area operation control boundary, the shunting locomotive switches from CTC system control to ECS system control according to the signal of the transponder group. After stopping at the designated position and uncoupling the cars according to the signal of the ECS system, the shunting locomotive returns to the harbor station alone.

[0086] After a shunting locomotive leaves the loading and unloading area's operational control boundary, it switches from ECS system control to CTC system control based on the transponder group's signal, and returns to the harbor station according to the CTC's control instructions.

[0087] Furthermore, when the logic signals in the aforementioned memory are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, essentially, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several signals to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0088] On the other hand, embodiments of the present invention also provide a computer program product, the computer program product including a computer program stored on a non-transitory computer-readable storage medium, the computer program including program signals, and when the program signals are executed by a computer, the computer is able to execute a port railway loading and unloading area shunting operation method provided in the above-described method embodiments, including:

[0089] After the shunting locomotive pushes the train from the harbor station into the loading and unloading area operation control boundary, the shunting locomotive switches from CTC system control to ECS system control according to the signal of the transponder group. After stopping at the designated position and uncoupling the cars according to the signal of the ECS system, the shunting locomotive returns to the harbor station alone.

[0090] After a shunting locomotive leaves the loading and unloading area's operational control boundary, it switches from ECS system control to CTC system control based on the transponder group's signal, and returns to the harbor station according to the CTC's control instructions.

[0091] In another aspect, embodiments of the present invention also provide a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements a shunting operation method for a port railway loading and unloading area provided in the above embodiments, comprising:

[0092] After the shunting locomotive pushes the train from the harbor station into the loading and unloading area operation control boundary, the shunting locomotive switches from CTC system control to ECS system control according to the signal of the transponder group. After stopping at the designated position and uncoupling the cars according to the signal of the ECS system, the shunting locomotive returns to the harbor station alone.

[0093] After a shunting locomotive leaves the loading and unloading area's operational control boundary, it switches from ECS system control to CTC system control based on the transponder group's signal, and returns to the harbor station according to the CTC's control instructions.

[0094] It should be understood that although the steps in the flowcharts of the accompanying figures are shown sequentially as indicated by the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the accompanying figures may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times, and their execution order is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0095] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method of shunting operation in a port railway freight yard, characterized in that, include: After the shunting locomotive pushes the train from the harbor station into the loading and unloading area operation control boundary, the shunting locomotive switches from CTC system control to ECS system control according to the signal of the transponder group. After stopping at the designated position and uncoupling the cars according to the signal of the ECS system, the shunting locomotive returns to the harbor station alone. After a shunting locomotive leaves the loading and unloading area's operational control boundary, the shunting locomotive switches from ECS system control to CTC system control based on the transponder group's signal, and returns to the harbor station according to the CTC's control instructions. The specific steps for the shunting locomotive to switch from CTC system control to ECS system control based on the transponder group signal after pushing the train from the harbor station into the loading and unloading area operation control boundary are as follows: After the shunting locomotive enters the operation control boundary of the loading and unloading area according to the signal issued by the CTC system, it switches to ECS system control according to the signal of the transponder group. The shunting locomotive is checked to see if it has been switched to ECS system control. If not, the shunting locomotive is stopped and manually switched back to ECS system control. If so, the shunting locomotive sends an arrival signal to the ECS system, and the ECS system sends the target stopping point and loading / unloading line number to the shunting locomotive based on the train information detected by the transponder group and axle counting equipment.

2. The shunting operation method in a port railway loading and unloading area as described in claim 1, characterized in that, The specific steps for switching from ECS system control to CTC system control of the shunting locomotive to control based on transponder group signals after a single shunting locomotive has moved out of the loading / unloading area operation control boundary are as follows: When the shunting locomotive stops at the target stopping point in the port railway loading and unloading area, the ECS system detects whether the train's stopping position is within the target range. If not, the ECS system sends position deviation correction information. If so, the ECS system sends the preparation information to the shunting locomotive. After the shunting locomotive completes the uncoupling, it moves in the direction of leaving the port railway loading and unloading area. When the shunting locomotive leaves the operation control boundary of the loading and unloading area, the shunting locomotive switches from being controlled by the ECS system to being controlled by the CTC system according to the signal of the transponder group. The system checks whether the shunting locomotive has been switched to CTC system control. If not, the shunting locomotive stops and is manually switched back to CTC system control. If yes, the CTC system sends a signal to the shunting locomotive indicating that it has left the port railway loading and unloading area and informs the ECS system. The ECS system uses the monitoring equipment in the port railway loading and unloading area to detect whether the shunting locomotive has left. If yes, the ECS system informs the ASC system to start loading and unloading operations.

3. A shunting operation system for a port railway loading and unloading area, characterized in that, include: The CTC system is used to control the movement of shunting locomotives outside the loading and unloading area of ​​the port railway and to control shunting operations. The ECS system is used to control the movement of shunting locomotives and shunting operations within the port railway loading and unloading area; A shunting locomotive, configured to receive a control switching signal sent by a transponder group during shunting operations, as described in any one of claims 1-2, to switch from CTC system control to ECS system control, or from ECS system control to CTC system control, during shunting operations. Transponder groups are used to transmit data and switching signals to shunting locomotives via the ECS and CTC systems. Axle counting device is used to count the number of axles passed by a train by measuring the number of times the two adjacent sensors on the wheelset of the train are detected and the time difference, and at the same time determine the direction of travel of the train.

4. A shunting operation system for a port railway loading and unloading area as described in claim 3, characterized in that, The axle counting equipment is installed on each loading and unloading line in the port railway loading and unloading area to detect whether the loading and unloading line is idle or occupied, and to detect the integrity of the train.

5. A shunting operation system for a port railway loading and unloading area as described in claim 3, characterized in that, The transponder group is installed at the boundary of the port railway loading and unloading area.

6. A shunting operation system for a port railway loading and unloading area as described in claim 3, characterized in that, The shunting locomotive is equipped with vehicle-to-ground wireless communication capabilities with both the CTC system and the ECS system. The implementation of the vehicle-to-ground wireless communication capability specifically includes: a module based on LTE-R compatible wireless communication, or a mode of vehicle-to-ground wireless communication WLAN technology combined with trackside wireless AP equipment.

7. A shunting operation system for a port railway loading and unloading area as described in claim 6, characterized in that, The shunting locomotive also has a self-checking function, specifically including: when the control system is switched, if the shunting locomotive cannot receive the control information or parse the forward travel information normally, the shunting locomotive automatically switches back to the original control system and sends an alarm message, while simultaneously applying emergency braking and continuing to request control from the waiting system until the shunting locomotive can normally receive the control information or parse the forward travel information.

8. A shunting operation system for a port railway loading and unloading area as described in claim 3, characterized in that, It also includes a TOS system. The CTC system interacts with the ECS system through the TOS system. The TOS system arranges operation plans based on the real-time resource usage in the port railway loading and unloading area. When there is a loading and unloading task, the TOS system sends a dispatch signal to the CTC system to control the shunting locomotive to push the train into the port railway loading and unloading area for shunting operations.

9. A shunting operation system for a port railway loading and unloading area as described in claim 3, characterized in that, The port railway loading and unloading area is located behind the terminal yard. Containers in the yard are transferred between trains and AGVs / IGVs using unmanned loading and unloading equipment to complete container loading and unloading operations.

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