Air rail freight train operation control system and control method

Abstract

The invention relates to the technical field of train control, and provides an air rail freight train operation control system and method. The system comprises a central operation control system, a trackside operation control system and a vehicle-mounted operation control system, the central operation control system is used for sending at least one of an operation plan, an operation grade and a temporary speed limiting instruction to the vehicle-mounted operation control system; the trackside operation control system is used for receiving at least one of turnout enabling, turnout definite operation, turnout reverse operation, temporary speed limiting, power-on unlocking and power-on confirmation instructions sent by the central operation control system, and receiving a driving resource application and / or an affiliated resource application sent by the vehicle-mounted operation control system; the vehicle-mounted operation control system is used for receiving at least one of an operation plan, an operation grade and a temporary speed limiting instruction sent by the central operation control system and receiving driving resource and accessory resource information sent by the trackside operation control system. The transportation adjustment is more flexible, the system architecture is simpler, the system operation efficiency is higher, the construction cost is lower, and the system maintenance amount is smaller.

Description

Technical Field

[0001] The present invention relates to the technical field of train control, and in particular to an air-rail freight train operation control system and a control method. Background Art

[0002] Train operation control systems based on mobile communications include the CBTC system (Communication-Based Train Control) and the TACS system (Train Automatic Control System). These two systems are designed for passenger lines, where the volume of passenger lines is relatively fixed, the operation and maintenance environment in the city is good, the station spacing is short, and the number of turnouts is large.

[0003] The freight skyrail is designed for fully automatic transportation scenarios, with the characteristics of large transport volume, high density, no one stationed in the area where the line passes, harsh trackside environment, difficult trackside equipment maintenance, long station spacing, and fewer switches. Its system can be fully automatic and unmanned, without a separate interlocking host, only with interlocking functions, no secondary position detection equipment (such as track circuits), no signal lights on the trackside, and no driver display on the vehicle.

[0004] Therefore, the existing mobile communication-based train operation control systems (CBTC and TACS systems) have complex architectures and a large number of devices, which are not compatible with the operation scenarios of freight skyrail. Summary of the invention

[0005] In view of this, the embodiments of the present application provide an aerial rail freight train operation control system and control method, which can be applied to the operation scenarios of aerial rail freight, and the system has a simple architecture, high operation efficiency, and is easy to maintain.

[0006] A first aspect of an embodiment of the present application provides an air-rail freight train operation control system, including a central operation control system, a trackside operation control system, and an onboard operation control system;

[0007] The onboard transportation control system is connected to the central transportation control system and the trackside transportation control system via wireless communication, and the central transportation control system is connected to the trackside transportation control system via Ethernet;

[0008] The central operation control system is used to receive the train status information sent by the on-board operation control system, send at least one of the operation plan, operation level, and temporary speed limit instructions to the on-board operation control system, and receive the turnout equipment status and / or temporary speed limit status sent by the trackside operation control system, and send at least one of the turnout enable, turnout fixed operation, turnout reverse operation, temporary speed limit, power-on unlock, and power-on confirmation instructions to the trackside operation control system;

[0009] The trackside operation control system is used to receive at least one of the switch enable, switch fixed operation, switch reverse operation, temporary speed limit, power-on unlock, and power-on confirmation instructions sent by the central operation control system, send the switch equipment status and / or temporary speed limit status to the central operation control system, and receive the driving resource application and / or auxiliary resource application sent by the on-board operation control system, and send the driving resource and auxiliary resource information to the on-board operation control system;

[0010] The on-board operation control system is used to receive at least one of the operation plan, operation level, and temporary speed limit instructions sent by the central operation control system, and to send train status information to the central operation control system, and to send driving resource applications and / or ancillary resource applications to the trackside operation control system, and to receive driving resource and ancillary resource information sent by the trackside operation control system.

[0011] The embodiments of the present application optimize the system architecture in view of the characteristics of the freight skyrail, such as fully automatic operation, large volume, high density, no one stationed in the area where the line passes, harsh trackside environment, difficult maintenance of trackside equipment, long station spacing, and few turnouts. The optimized operation control system adopts a flat architecture with the vehicle as the core, minimizes the trackside equipment and trackside functions, weakens the central design, integrates the main logic control functions into the vehicle control platform, and weakens the dependence of the train operation on the trackside equipment through autonomous train control. It solves the problems existing in the traditional train operation control system, such as complex system architecture, large number of trackside equipment, and mismatch with the freight skyrail operation scenario. Compared with the traditional CBTC and TACS systems, it has the characteristics of more flexible transportation adjustment, more streamlined system architecture, higher system operation efficiency, lower construction cost, and less system maintenance.

[0012] Preferably, the central operation and control system includes a workstation and a server, and the central operation and control system is also connected to a large screen system, an information system and a central communication system, and the central operation and control system and the large screen system, information system and central communication system are arranged in a control center.

[0013] The central operation and control system of the embodiment of the present application includes a workstation, a server, and is connected to a large screen system, an information system, and a central communication system. The integration of these components enables the central operation and control system to provide powerful data processing and display functions. The workstation and server can process a large amount of operation data in real time, generate an operation plan and send it to each subsystem to ensure the coordinated operation of the entire system. The large screen system provides operators with an intuitive visual interface for easy monitoring and management. The addition of the information system and the central communication system enables the central operation and control system to exchange information efficiently with external information systems and other subsystems, thereby improving the timeliness and accuracy of decision-making. This not only improves the overall operating efficiency of the system, but also enhances the reliability and security of the system.

[0014] Preferably, the trackside transportation control system is arranged at the center or one side of the track, beacons are arranged at preset intervals on the track, the trackside transportation control system comprises a turnout control unit and a loading and unloading control unit, the trackside transportation control system is connected to a trackside communication system, a turnout interface and a trackside loading and unloading interface, and the trackside communication system is connected to a base station;

[0015] The turnout control unit is used to control the corresponding turnout equipment through the turnout interface;

[0016] The loading and unloading control unit is used to exchange data with the corresponding loading and unloading equipment through the trackside loading and unloading interface.

[0017] The trackside operation control system of the embodiment of the present application greatly reduces the trackside equipment and trackside functions, assists in realizing the flat design of the system, and ensures the simplicity of the system architecture. And under this premise, the system can also monitor and manage various equipment on the track in real time to ensure the safety and smoothness of the train during operation. The turnout control unit controls the turnout equipment through the turnout interface to ensure that the train travels along the predetermined path; the loading and unloading control unit exchanges data with the loading and unloading equipment through the trackside loading and unloading interface to realize the automated control of loading and unloading operations. The realization of these functions not only reduces the need for manual intervention, but also improves the automation level and operating efficiency of the system.

[0018] Preferably, the on-board transportation control system is arranged on a train, and the on-board transportation control system comprises an on-board transportation control host, and the on-board transportation control host is connected to an on-board communication system, a speed sensor, a beacon reader and an on-board loading and unloading interface;

[0019] The vehicle-mounted communication system is used for wireless communication with the trackside operation control system;

[0020] The speed sensor is used to measure the speed and travel distance of the train;

[0021] The beacon reader is used to read the beacon to locate the train;

[0022] The vehicle-mounted loading and unloading interface is used for data exchange with corresponding loading and unloading equipment.

[0023] The integration of various components in the on-board operation control system of the embodiment of the present application enables the train to achieve autonomous control and communication. The on-board communication system wirelessly communicates with the trackside operation control system to ensure real-time data exchange between the train and the ground system; the speed sensor and beacon reader are used to measure the speed and positioning of the train respectively to ensure precise control of the train during operation; the on-board loading and unloading interface exchanges data with the loading and unloading equipment to achieve automated control of loading and unloading operations. This design transfers the functions of the control system from the ground to the vehicle, thereby weakening the central design, reducing the train's dependence on trackside equipment during operation, and reducing maintenance costs.

[0024] A second aspect of the embodiment of the present application provides a control method of the skyrail freight train operation control system as described in the first aspect, comprising:

[0025] receiving an operation plan sent by the central operation control, wherein the operation plan includes destination information;

[0026] Planning a train route based on the destination information and the current location information of the train;

[0027] Sending a path occupancy application to the trackside transportation control system, wherein the trackside transportation control system is used to allocate the occupancy authority of the corresponding path to the vehicle-mounted transportation control system based on the path occupancy application;

[0028] Sending an auxiliary resource occupation application to the trackside transportation control system based on the path, the trackside transportation control system is used to allocate the occupation authority of the corresponding auxiliary resource to the on-board transportation control system based on the auxiliary resource occupation application; wherein the auxiliary resource includes a turnout interface and / or a loading and unloading interface;

[0029] Based on the path and the ancillary resources, if the path is reasonable, the train is controlled to travel along the path, obstacles ahead are identified for the train, and movement authorization is calculated; wherein the movement authorization refers to the maximum range of safe operation of the train.

[0030] The on-board transportation control system of the embodiment of the present application plans the route based on the destination information and the current position information of the train by receiving the operation plan sent by the central transportation control system, and sends the route occupation application and the subsidiary resource occupation application to the trackside transportation control system. The trackside transportation control system allocates the route occupation authority and the subsidiary resource occupation authority according to the application to ensure that the train runs within a safe range. In addition, the on-board transportation control system identifies the obstacles ahead and calculates the movement authorization according to the path and the subsidiary resources to ensure the safe operation of the train. Through dynamic path planning and resource management, the flexibility and safety of the system are improved, the need for human intervention is reduced, and the efficiency and reliability of train operation are improved.

[0031] More preferably, it also includes:

[0032] Generate an operation plan based on the daily target coal transportation volume, the number of trains on the line, the start time of operation, the target transportation volume, the number of trains and the train running interval;

[0033] Calculating the expected driving interval according to the operation plan;

[0034] Monitor the actual running time of the train between two adjacent monitoring points;

[0035] Calculate the expected running time of each monitoring point;

[0036] Comparing the actual running time with the expected running time, and generating a vehicle control adjustment command based on the comparison result;

[0037] According to the operation level of the adjustment train control command, the running interval of the front and rear trains is controlled so that the actual running interval is close to the expected running interval.

[0038] The embodiments of the present application achieve refined management of train operation by generating an operation plan, calculating the expected running interval, monitoring the actual running time, calculating the expected running time, and generating adjustment control commands. The central operation control system generates an operation plan based on parameters such as the daily target coal transportation volume, the number of trains on the line, the start time of operation, the target transportation volume, the number of trains, and the train running interval, and calculates the expected running interval based on the operation plan. By monitoring the actual running time of the train between two adjacent monitoring points, the expected running time of each monitoring point is calculated, and the adjustment control command is generated based on the comparison result of the actual running time and the expected running time. By dynamically adjusting the running interval of the train, it is possible to flexibly respond to various situations that may occur in actual operation, such as train delays, etc., to ensure the stability and efficiency of the train operation, and improve the overall operation efficiency and reliability of the system.

[0039] More preferably, it also includes:

[0040] When the number of trains dispatched simultaneously in the same power supply section does not exceed the set train number threshold, the central operation control system sends a departure permission instruction to the on-board operation control system of the trains in the power supply section;

[0041] When the number of trains dispatched simultaneously in the same power supply section exceeds the set train number threshold, the central operation control system will send a departure permission instruction to the on-board operation control system of the following train after the preceding train leaves the power supply section.

[0042] The embodiment of the present application ensures the stability and safety of the power supply system by limiting the number of trains that depart at the same time in the same power supply section. When the number of trains that depart at the same time in the same power supply section does not exceed the set vehicle number threshold, the central operation control system sends a departure permission instruction to the on-board operation control system of the train in the power supply section; if the number of trains that depart at the same time exceeds the set vehicle number threshold, the departure permission instruction is sent to the on-board operation control system of the following train after the preceding train leaves the power supply section. Through reasonable departure scheduling, excessive load on the power supply is avoided, the power demand at train start is ensured, the safety and stability of the system are improved, and train delays and failures caused by power problems are reduced.

[0043] More preferably, it also includes:

[0044] Before entering the loading area parking point, the train waits at the mobile authorized parking point and sends a vehicle entry application signal to the external loading and unloading system through the on-board transportation control system. The external loading and unloading system is used to receive the vehicle entry application signal and send a signal to the on-board transportation control system to allow or not allow loading according to the working status of the loading and unloading equipment;

[0045] After receiving the signal allowing loading, the on-board transportation control system extends the mobile authorized parking point signal of the current train to the parking point in the loading area;

[0046] The onboard transportation control system controls the train to enter the loading area parking point, controls the loading door cover of the train to open, and sends a loading signal to the external loading and unloading system; the external loading and unloading system is used to perform the loading action according to the loading signal;

[0047] After receiving the loading completion signal sent by the external loading and unloading system, the onboard transportation control system controls the cargo loading door cover of the train to close, and controls the train to leave the cargo loading area parking point.

[0048] The embodiment of the present application ensures the orderly docking of the train and the loading and unloading equipment through the feedback mechanism of the loading signal, ensures the smooth loading and unloading of goods, and improves the loading and unloading efficiency. Through close cooperation with the external loading and unloading system, the automatic control of the loading and unloading operation is realized, the links of manual operation are reduced, the possibility of human error is reduced, and the reliability and safety of the operation are improved. The on-board transportation control system can receive the loading completion signal immediately after the loading is completed, which is convenient for timely detection and handling of abnormal situations.

[0049] More preferably, it also includes:

[0050] Before entering the parking point in the unloading area, the train waits at the mobile authorized parking point and sends a signal for applying for entry to the external loading and unloading system through the on-board transportation control system. The external loading and unloading system is used to receive the signal for applying for entry and send a signal to the on-board transportation control system to allow or not allow unloading according to the working status of the loading and unloading equipment;

[0051] After receiving the unloading permission signal, the onboard transportation control system extends the mobile authorized parking point signal of the current train to the parking point of the unloading area;

[0052] The onboard transportation control system controls the train to enter the parking point of the unloading area, controls the unloading door cover of the train to open, and sends an unloading signal to the external loading and unloading system; the external loading and unloading system is used to perform the unloading action according to the unloading signal;

[0053] After receiving the unloading completion signal sent by the external loading and unloading system, the on-board transportation control system controls the unloading door cover of the train to close, and controls the train to leave the parking point in the unloading area.

[0054] The embodiment of the present application ensures the orderly docking of the train and the loading and unloading equipment through the feedback mechanism of the unloading signal, ensures the smooth unloading of goods, and improves the unloading efficiency. Through close cooperation with the external loading and unloading system, the automatic control of the unloading operation is realized, the links of manual operation are reduced, the possibility of human error is reduced, and the reliability and safety of the operation are improved. The on-board transportation control system can receive the unloading completion signal immediately after the unloading is completed, which is convenient for timely detection and handling of abnormal situations, ensuring the transparency and controllability of the entire unloading process.

[0055] More preferably, it also includes:

[0056] Under the condition of train safety protection, the on-board operation control system generates a speed-distance curve of the train based on at least one of the operating stop point, line conditions, train performance, temporary speed limit, and running smoothness, and controls the train to travel at a speed corresponding to the speed-distance curve according to at least one of the current train position, direction, speed, emergency brake trigger speed, and movement authorization.

[0057] The embodiment of the present application realizes refined control of the train's operating status by generating a speed-distance curve of the train. Under the condition of train safety protection, the on-board operation control system generates a speed-distance curve based on the current train's position, direction, speed, emergency brake trigger speed, and movement authorization parameters, and controls the train to travel at the corresponding speed in the curve. Through a control strategy based on comprehensive consideration of multiple factors, the train's operating status can be more finely controlled to ensure safety during operation, and it also helps to improve energy efficiency, reduce wear, extend the service life of the train, and reduce operating costs.

[0058] The first aspect of the embodiment of the present application provides an air-rail freight train operation control system, which is provided by setting a central operation control system, a trackside operation control system and an on-board operation control system; the on-board operation control system is connected to the central operation control system and the trackside operation control system through wireless communication, and the central operation control system is connected to the trackside operation control system through Ethernet; the central operation control system is used to receive the train status information sent by the on-board operation control system, send at least one of the operation plan, operation level, and temporary speed limit instructions to the on-board operation control system, and receive the turnout equipment status and / or temporary speed limit status sent by the trackside operation control system, and send at least one of the turnout enable, turnout fixed operation, turnout reverse operation, temporary speed limit, power-on unlocking, and power-on confirmation instructions to the trackside operation control system; The trackside operation control system is used to receive at least one of the switch enable, switch fixed operation, switch reverse operation, temporary speed limit, power-on unlock, and power-on confirmation instructions sent by the central operation control system, send the switch equipment status and / or temporary speed limit status to the central operation control system, and receive the driving resource application and / or ancillary resource application sent by the on-board operation control system, and send driving resource and ancillary resource information to the on-board operation control system; the on-board operation control system is used to receive at least one of the operation plan, operation level, and temporary speed limit instructions sent by the central operation control system, and send train status information to the central operation control system, and send driving resource applications and / or ancillary resource applications to the trackside operation control system, and receive driving resource and ancillary resource information sent by the trackside operation control system. This application optimizes the system architecture in view of the characteristics of freight skyrail, such as fully automatic operation, large volume, high density, no one stationed in the area where the line passes, harsh trackside environment, difficult maintenance of trackside equipment, long station spacing, and few turnouts. The optimized operation control system adopts a flat architecture with the vehicle as the core, minimizes trackside equipment and trackside functions, weakens the central design, integrates the main logic control functions into the vehicle control platform, and weakens the dependence of train operation on trackside equipment through train autonomous control. It solves the problems existing in the traditional train operation control system, such as complex system architecture, large number of trackside equipment, and mismatch with the freight skyrail operation scenario. Compared with the traditional CBTC and TACS systems, it has the characteristics of more flexible transportation adjustment, more streamlined system architecture, higher system operation efficiency, lower construction cost, and less system maintenance.

[0059] It can be understood that the beneficial effects of the second aspect mentioned above can be found in the relevant description of the first aspect mentioned above, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0061] Figure 1 This is a structural diagram of an aerial rail freight train operation control system provided by an embodiment of the present application;

[0062] Figure 2 This is a structural schematic diagram of an air-rail freight train operation control system provided by another embodiment of the present application;

[0063] Figure 3 This is a flow chart of a control method of an aerial rail freight train operation control system provided by an embodiment of the present application;

[0064] Figure 4 This is a flow chart of a control method of an aerial rail freight train operation control system provided by another embodiment of the present application.

[0065] Figure 5 This is a flow chart of a control method of an aerial rail freight train operation control system provided by an embodiment of the present application;

[0066] Figure 6 It is a flow chart of a control method of an aerial rail freight train operation control system provided by another embodiment of the present application.

[0067] In the figure: 11-central operation control system, 111-workstation, 112-server, 12-large screen system, 13-information system, 14-central communication system;

[0068] 21-trackside operation control system, 211-turnout control unit, 212-loading and unloading control unit, 22-trackside communication system, 23-base station, 24-operation button, 25-beacon, 26-turnout interface, 27-trackside loading and unloading interface;

[0069] 31-vehicle transportation control system, 311-vehicle transportation control host, 32-vehicle communication system, 33-speed sensor, 34-beacon reader, 35-vehicle interface, 36-vehicle loading and unloading interface DETAILED DESCRIPTION

[0070] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0071] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of described features, wholes, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, components and / or combinations thereof.

[0072] It should also be understood that the term “and / or” used in the specification and appended claims refers to any and all possible combinations of one or more of the associated listed items, and includes these combinations.

[0073] References to "one embodiment" or "some embodiments" etc. described in the specification of this application mean that one or more embodiments of the present application include specific features, structures or characteristics described in conjunction with the embodiment. Therefore, the statements "in one embodiment", "in some embodiments", "in some other embodiments", "in some other embodiments", etc. that appear in different places in this specification do not necessarily refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in other ways. The terms "including", "comprising", "having" and their variations all mean "including but not limited to", unless otherwise specifically emphasized in other ways.

[0074] Embodiment 1

[0075] like Figure 1 , 2 As shown, a first aspect of an embodiment of the present application provides an air-rail freight train operation control system, including a central operation control system 11, a trackside operation control system 21 and an onboard operation control system 31;

[0076] The onboard transportation control system 31 is connected to the central transportation control system 11 and the trackside transportation control system 21 via wireless communication, and the central transportation control system 11 is connected to the trackside transportation control system 21 via Ethernet;

[0077] The central operation control system 11 is used to receive the train status information sent by the onboard operation control system 31, send at least one of the operation plan, operation level, and temporary speed limit instructions to the onboard operation control system 31, and receive the turnout equipment status and / or temporary speed limit status sent by the trackside operation control system 21, and send at least one of the turnout enable, turnout fixed operation, turnout reverse operation, temporary speed limit, power-on unlock, and power-on confirmation instructions to the trackside operation control system 21;

[0078] The trackside operation control system 21 is used to receive at least one of the switch enable, switch fixed operation, switch reverse operation, temporary speed limit, power-on unlock, and power-on confirmation instructions sent by the central operation control system 11, send the switch equipment status and / or temporary speed limit status to the central operation control system 11, and receive the driving resource application and / or auxiliary resource application sent by the on-board operation control system 31, and send the driving resource and auxiliary resource information to the on-board operation control system 31;

[0079] The on-board operation control system 31 is used to receive at least one of the operation plan, operation level, and temporary speed limit instructions sent by the central operation control system 11, and to send train status information to the central operation control system 11, and to send driving resource applications and / or ancillary resource applications to the trackside operation control system 21, and to receive driving resource and ancillary resource information sent by the trackside operation control system 21.

[0080] In the application, the central operation control system 11 is arranged in the control center to provide users with a friendly human-computer interaction interface for realizing operation plan management and issuance, automatic / manual handling of train routes, train operation supervision, train tracking display, train operation adjustment, centralized monitoring of signal equipment, temporary speed limit setting, training and other functions.

[0081] In the application, the dispatcher can actively send at least one of the switch enable, switch fixed operation, switch reverse operation, temporary speed limit, power-on unlocking, and power-on confirmation instructions to the trackside operation control system 21 according to the human-computer interaction module of the central operation control system 11.

[0082] The trackside operation control system 21 is arranged in the center or trackside according to the line conditions, and provides regional management services for the system, including regional train management and regional infrastructure management.

[0083] The on-board operation control system 31 is the main computing and executing mechanism for train operation control, providing the train with functions such as automatic train protection, automatic driving, automatic adjustment, and sleep wake-up.

[0084] The data communication system provides a reliable and transparent transmission channel function for other subsystems within the operation and control system, ensuring continuous two-way reliable, real-time and transparent data transmission between the equipment in the operation and control system on the main line and in the maintenance base.

[0085] In application, an air-rail freight train operation control system can also be composed of control center equipment, trackside equipment, maintenance base equipment, and vehicle-mounted equipment. The central equipment includes a workstation 111, a server 112, and the like.

[0086] The embodiments of the present application optimize the system architecture in view of the characteristics of the freight skyrail, such as fully automatic operation, large volume, high density, no one stationed in the area where the line passes, harsh trackside environment, difficult maintenance of trackside equipment, long station spacing, and few turnouts. The optimized operation control system adopts a flat architecture with the vehicle as the core, minimizes the trackside equipment and trackside functions, weakens the central design, integrates the main logic control functions into the vehicle control platform, and weakens the dependence of the train operation on the trackside equipment through autonomous train control. It solves the problems existing in the traditional train operation control system, such as complex system architecture, large number of trackside equipment, and mismatch with the freight skyrail operation scenario. Compared with the traditional CBTC and TACS systems, it has the characteristics of more flexible transportation adjustment, more streamlined system architecture, higher system operation efficiency, lower construction cost, and less system maintenance.

[0087] In one embodiment, the central operation and control system 11 includes a workstation 111 and a server 112. The central operation and control system 11 is also connected to a large screen system 12, an information system 13 and a central communication system 14. The central operation and control system 11 and the large screen system 12, the information system 13 and the central communication system 14 are arranged in a control center.

[0088] In the application, the central operation control system 11 is arranged in the control center, and one set is set up for the whole line to realize the functions of generating and issuing dispatching commands. The workstation 111 of the central operation control system 11 is deployed in the control center and connected to the intranet of the central operation control system 11. The workstation 111 communicates with the server 112. The workstation 111 obtains the driving information through the server 112 to update the display and issue commands through the server 112. The driving information can be connected to the external large screen system 12 for real-time display.

[0089] The central operation control system 11 automatically generates a driving plan based on the daily target coal transportation volume and the number of trains on the line provided by the external information system 13, and based on the operation start time, target transportation volume, number of trains and train running interval. The driving plan can be adapted to different transportation volumes, different numbers of trains and different operation durations.

[0090] The central operation control system 11 calculates the expected running interval according to the driving plan. Multiple monitoring points can be set on the line to monitor the actual running time of the train between two adjacent monitoring points. The expected running time in the area is calculated according to the expected running interval. The actual and expected running times are compared, and the subsequent operation of the train is adjusted to make the actual running interval close to the expected running interval. When the train is running, the central operation control system 11 monitors the time when the train passes the line monitoring points and calculates the running interval between trains. According to the current running interval between trains and the actual control demand, the central operation control system 11 sends a control command to each train to adjust the running interval of the front and rear trains by adjusting the running level.

[0091] The central operation control system 11 interfaces with the trackside operation control system 21 via Ethernet. The central operation control system 11 provides the trackside operation control system 21 with commands such as turnout enable, turnout fixed operation, turnout reverse operation, temporary speed limit, power-on unlock, and power-on confirmation; the trackside operation control system 21 feeds back the turnout equipment status, temporary speed limit status, etc. to the central operation control system 11.

[0092] The central operation and control system 11 of the embodiment of the present application includes a workstation 111 and a server 112, which are connected to a large screen system 12, an information system 13 and a central communication system 14. The integration of these components enables the central operation and control system 11 to provide powerful data processing and display functions. The workstation 111 and the server 112 can process a large amount of operation data in real time, generate an operation plan and send it to each subsystem to ensure the coordinated operation of the entire system. The large screen system 12 provides an intuitive visual interface for operators to facilitate monitoring and management. The addition of the information system 13 and the central communication system 14 enables the central operation and control system 11 to exchange information efficiently with external information systems and other subsystems, thereby improving the timeliness and accuracy of decision-making. This not only improves the overall operating efficiency of the system, but also enhances the reliability and security of the system.

[0093] The embodiments of the present application reduce a large number of trackside equipment (such as track circuits, axle counters, active beacons, signal machines, etc., which exist on passenger lines but do not need to be set up for freight rail tracks); only the turnout control unit 211, the loading and unloading control unit 212, passive beacons, etc. are retained on the trackside. The central design and trackside functions are weakened, the main logic control functions are integrated into the on-board control platform, and the train operation is weakened through autonomous control of the train. The operation scenario is simple, and there is no need to set up platform doors, flood prevention doors, section evacuation, train broadcasts, car washes and other scenarios (these scenarios exist on passenger lines, but do not need to be set up for freight rail tracks). The driving mode is simple, and does not include the "train automatic driving mode-AM mode" and "manual driving mode under train automatic protection-CM mode" operated by the driver on the passenger line. There is no need to set up the equipment corresponding to these two modes (such as axle counters, active beacons, driver control consoles, etc.). The freight rail driving mode is simpler, the control logic is simpler, the number of equipment is less, the system architecture is lightweight, and the cost is lower. Dynamic generation and adjustment of driving plans: The central operation control system 11 automatically generates driving plans based on the daily target coal transportation volume provided by the external information system, adapts to fluctuations in coal production plans, and reasonably allocates operating vehicles and time. Coal loading / unloading operation linkage control: The trackside operation control system 21 controls the external loading and unloading equipment through a universal all-electronic module.

[0094] In one embodiment, the trackside transportation control system 21 is arranged at the center or one side of the track, beacons 25 are arranged at preset intervals on the track, the trackside transportation control system 21 includes a turnout control unit 211 and a loading and unloading control unit 212, the trackside transportation control system 21 is connected to a trackside communication system 22, a turnout interface 26 and a trackside loading and unloading interface 27, and the trackside communication system 22 is connected to a base station 23;

[0095] The turnout control unit 211 is used to control the corresponding turnout equipment through the turnout interface 26;

[0096] The loading and unloading control unit 212 is used to exchange data with the corresponding loading and unloading equipment through the trackside loading and unloading interface 27.

[0097] In application, the loading and unloading control unit 212 of the trackside operation control system 21 interfaces with the on-board operation control system 31 through wireless communication to realize loading and unloading control, and records the requisition status of external loading and unloading equipment. The loading and unloading control unit 212 of the trackside operation control system 21 interfaces with external loading and unloading equipment through a wiring cabinet. The turnout control unit 211 of the trackside operation control system 21 interfaces with the on-board operation control system 31 through wireless communication. It realizes turnout control and records the requisition status of turnout branches to protect the safety of train operation. The turnout control unit 211 of the trackside operation control system 21 counts the ID of trains passing through the turnout, which is used for subsequent trains to determine the ID of the preceding train. The trackside operation control system 21 is also connected to an operation button 24 for staff to send operation instructions, such as actively sending a turnout control signal.

[0098] The trackside operation control system 21 of the embodiment of the present application greatly reduces the trackside equipment and trackside functions, assists in realizing the flat design of the system, and ensures the simplicity of the system architecture. And under this premise, the system can also monitor and manage various equipment on the track in real time to ensure the safety and smoothness of the train during operation. The turnout control unit 211 controls the turnout equipment through the turnout interface 26 to ensure that the train travels along the predetermined path; the loading and unloading control unit 212 exchanges data with the loading and unloading equipment through the trackside loading and unloading interface 27 to realize the automated control of loading and unloading operations. The realization of these functions not only reduces the need for manual intervention, but also improves the automation level and operation efficiency of the system.

[0099] In one embodiment, the onboard transportation control system 31 is arranged on the train, and the onboard transportation control system 31 includes an onboard transportation control host 311, and the onboard transportation control host 311 is connected to the onboard communication system 32, the speed sensor 33, the beacon reader 34 and the onboard loading and unloading interface 36;

[0100] The vehicle-mounted communication system 32 is used for wireless communication with the trackside operation control system 21;

[0101] The speed sensor 33 is used to measure the speed and travel distance of the train;

[0102] The beacon reader 34 is used to read the beacon 25 to locate the train;

[0103] The vehicle-mounted loading and unloading interface 36 is used for data exchange with corresponding loading and unloading equipment.

[0104] In application, the on-board operation control system 31 provides functions such as automatic train protection, automatic driving, sleep and wake-up, and cooperates with the vehicle to realize fully automatic operation control of the train.

[0105] In application, the on-board operation control system 31 adopts the integration of "beacon + fast transmission" and electronic map to realize train positioning. The speed and travel distance of the train are measured by two sets of speed sensors 33 installed on the train. The outputs of the two speed sensors 33 are mutually verified to realize the speed and distance measurement of the train. The continuous positioning of the train is realized through fast transmission and electronic map. The passive beacon 25 set at a fixed position beside the track is used to make absolute correction to the train position, thereby realizing accurate positioning of the train.

[0106] In application, the on-board transportation control system 31 determines the speed and direction of the train based on the information provided by the positioning and speed measuring device. When the speed or direction is determined to be invalid, emergency braking will be triggered. The on-board transportation control system 31 calculates the distance traveled by the train based on the train cycle speed, and updates the train position information based on the absolute position provided by the positioning and speed measuring device. The movement authorization is the maximum range for the safe operation of the train, so as to ensure the safety of train operation. The movement authorization is generated by the on-board transportation control system 31. The on-board transportation control system 31 generates a speed-distance curve based on the latest movement authorization. If the movement authorization is withdrawn, resulting in the train overspeeding or the train position exceeds the authorized end point, the on-board transportation control system 31 will immediately apply emergency braking. If the received movement authorization information is invalid, the on-board transportation control system 31 will send an emergency braking command to the vehicle.

[0107] In the application, the on-board operation control system 31 calculates the recommended speed curve of the train based on the current train position, direction, speed, emergency brake trigger speed, movement authorization and other information, and under the safety protection of the train, according to the operating stop point, taking into account line conditions, train performance, temporary speed limits and running smoothness, and sends it to the vehicle for control of traction and braking output, so that the train runs at the recommended speed.

[0108] In application, the onboard operation control system 31 controls the train to strictly follow the train safety protection curve, and receives the operation plan and operation level sent by the central operation control system 11 in real time to control the train operation. When calculating the recommended speed curve, the parking point based on it is within the safe parking point range of safety protection, and the calculated recommended speed curve is also under the protection of the emergency braking speed curve of safety protection. When the train is automatically running between stations, in order to ensure the accuracy of the running time between stations, the onboard operation control system 31 will control the train to run on time according to the operation adjustment instructions sent by the central operation control system 11.

[0109] In application, the onboard transportation control system 31 obtains the train position based on the positioning and speed measuring device, brakes to the target loading and unloading area parking point using a continuous braking mode, and cooperates with the vehicle to achieve precise parking in the loading and unloading area. At the same time, the onboard transportation control system 31 receives remote instructions from the central transportation control system 11 to open and close the train's doors; after the onboard transportation control system 31 determines that the conditions are met, it sends an on / off door opening and closing command to the train to control the opening / closing of the doors. After the train opens the doors, the onboard transportation control system 31 sends a loading and unloading enable command to the external loading and unloading equipment through the loading and unloading control unit 212 of the trackside transportation control system 21. Specifically, when the train stops accurately in the coal loading area and opens the upper door, the rapid coal loading system above the train evenly loads the coal into the train compartment through the funnel, and then the train starts to leave the coal loading area, and the on-board transportation control system 31 controls the upper door to be closed and locked at the same time; when the train stops accurately in the coal unloading area and opens the lower door, the coal in the train compartment is unloaded into the coal receiving pit by gravity, and then the train starts to leave the coal unloading area, and the on-board transportation control system 31 controls the lower door to be closed and locked at the same time; coal loading / unloading is achieved through the above steps.

[0110] In one embodiment, the vehicle-mounted transportation control host 311 is also connected to a vehicle interface 35 for realizing a hard-wired connection between the vehicle-mounted transportation control host 311 and the vehicle.

[0111] The integration of various components in the on-board operation control system 31 of the embodiment of the present application enables the train to achieve autonomous control and communication. The on-board communication system 32 wirelessly communicates with the trackside operation control system 21 to ensure real-time data exchange between the train and the ground system; the speed sensor 33 and the beacon reader 34 are used to measure the speed and positioning of the train respectively to ensure accurate control of the train during operation; the on-board loading and unloading interface 36 exchanges data with the loading and unloading equipment to achieve automated control of loading and unloading operations. This design transfers the functions of the control system from the ground to the vehicle, thereby weakening the central design, reducing the train's dependence on trackside equipment during operation, and reducing maintenance costs.

[0112] Embodiment 2

[0113] like Figure 3 As shown, the second aspect of the embodiment of the present application provides a control method for an aerial rail freight train operation control system, comprising the following steps S101 to S105:

[0114] Step S101, receiving an operation plan sent by a central operation control system, the operation plan including destination information;

[0115] Step S102: planning the train route based on the destination information and the current train location information;

[0116] Step S103: sending a path occupation application to the trackside transportation control system, and the trackside transportation control system is used to allocate the occupation authority of the corresponding path to the vehicle-mounted transportation control system based on the path occupation application;

[0117] Step S104: sending an application for the occupation of ancillary resources to the trackside transportation control system based on the path, and the trackside transportation control system is used to allocate the occupation rights of the corresponding ancillary resources to the onboard transportation control system based on the application for the occupation of the ancillary resources; wherein the ancillary resources include a turnout interface and / or a loading and unloading interface;

[0118] Step S105: Based on the path and the associated resources, if the path is reasonable, control the train to travel along the path, identify obstacles ahead for the train, and calculate movement authorization; wherein the movement authorization refers to the maximum range of safe operation of the train.

[0119] In application, this method realizes the management of freight trains based on the allocation of resources between trains and the supporting route protection and movement authorization calculation, ensuring the safe and efficient operation of all trains on the line. Before the train's driving resources enter the area controlled by the trackside operation control system 21, it is necessary to complete the registration of the train at the trackside operation control system 21; after the train's driving resources exit the section controlled by the trackside operation control system 21, the cancellation of the train is completed at the trackside operation control system 21. For all trains, resources are applied first, then used, and then released after use. For resource application, you can apply for driving resources first and then apply for ancillary resources, or apply for driving resources and ancillary resources at the same time. The trackside operation control system 21 is responsible for resource allocation and resource conflict protection. For the application and allocation of ancillary resources, the affiliation of the corresponding driving resources must be checked to ensure the consistency of the affiliation of the ancillary resources and the corresponding driving resources. Among them, driving resources are paths, and ancillary resources refer to turnout interfaces and / or loading and unloading interfaces.

[0120] In an application, the method of steps S101 to S105 can also be implemented by the following steps:

[0121] 1) The onboard transportation control system 31 establishes communication with the trackside transportation control system 21 and the central transportation control system 11;

[0122] 2) The central operation control system 11 stores an operation plan, which includes route information, i.e., destination information. When the central operation control system 11 sends the operation plan to the onboard operation control system 31, the route (destination information) will be included;

[0123] 3) After receiving the route command (destination), the onboard transportation control system 31 calculates the path between the current position of the train (departure point) and the destination, i.e., the driving resources;

[0124] 4) The onboard transportation control system 31 applies to the trackside transportation control system 21 for the required driving resources;

[0125] 5) After receiving the vehicle resource application from the onboard transportation control system 31, the trackside transportation control system 21 transfers the vehicle resources that meet the conditions to the onboard transportation control system 31;

[0126] 6) The onboard transportation control system 31 applies to the trackside transportation control system 21 for auxiliary resources, namely, turnout interface information and loading and unloading interface information;

[0127] 7) The onboard transportation control system 31 arranges the route for the train according to the obtained driving resources and auxiliary resources. That is, after confirming that the path ahead of the train is reasonable, the onboard transportation control system 31 controls the train to travel according to the arranged running path, and the trackside transportation control system 21 performs corresponding actions, such as moving the turnout and connecting with the loading and unloading interface;

[0128] 8) The on-board traffic control system 31 identifies obstacles ahead and calculates movement authorization for the vehicle based on the vehicle's route information. The movement authorization refers to the maximum range within which the train can operate safely.

[0129] The on-board transportation control system 31 of the embodiment of the present application receives the operation plan sent by the central transportation control system 11, plans the route based on the destination information and the current position information of the train, and sends the route occupation application and the subsidiary resource occupation application to the trackside transportation control system 21. The trackside transportation control system 21 allocates the route occupation authority and the subsidiary resource occupation authority according to the application to ensure that the train runs within a safe range. In addition, the on-board transportation control system 31 identifies the obstacles ahead and calculates the movement authorization according to the route and the subsidiary resources to ensure the safe operation of the train. Through dynamic route planning and resource management, the flexibility and safety of the system are improved, the need for human intervention is reduced, and the efficiency and reliability of train operation are improved.

[0130] In one embodiment, Figure 4 As shown, the following steps S201 to S205 are also included:

[0131] Step S201, generating an operation plan according to the daily target coal transportation volume, the number of trains on the line, the operation start time, the target transportation volume, the number of trains and the train running interval;

[0132] In the application, the central operation control system 11 automatically generates a driving plan based on the daily target coal transportation volume and the number of trains on the line provided by the external information system 13, and based on the operation start time, target transportation volume, number of trains and train running interval. The driving plan can be adapted to different transportation volumes, different numbers of trains and different operation durations.

[0133] In the application, the external information system 13 sends the daily target coal transportation volume to the central transportation control system 11. The central transportation control system 11 calculates the average departure interval and the time it takes for the last train to complete loading and unloading operations based on the daily target coal transportation volume, operation start time, number of trains, and running time between stations, and displays the above parameters together as the daily operation plan to the dispatcher on the workstation 111.

[0134] Step S202, calculating the expected driving interval according to the operation plan;

[0135] Step S203, monitoring the actual running time of the train between two adjacent monitoring points;

[0136] In application, the central operation control system 11 calculates the expected driving interval according to the driving plan, and can also set multiple monitoring points on the line to monitor the actual running time of the train between two adjacent monitoring points.

[0137] Step S204, calculating the expected running time of each monitoring point;

[0138] Step S205: comparing the actual running time with the expected running time, and generating a vehicle control adjustment command based on the comparison result;

[0139] In the application, the expected running time in the area is calculated according to the expected running interval, the actual and expected running times are compared, and the subsequent operation of the train is adjusted to make the actual running interval close to the expected running interval.

[0140] Step S206: According to the operation level of the train control command, the running interval of the front and rear trains is controlled so that the actual running interval is close to the expected running interval.

[0141] In the application, when the train is running, the central operation control system 11 monitors the time when the train passes the line monitoring point and calculates the running interval between trains. According to the current running interval between trains and the actual train control demand, the central operation control system 11 sends a train control adjustment command to each train, and achieves the purpose of controlling the running interval of the front and rear trains by adjusting the running level.

[0142] The embodiment of the present application realizes the refined management of train operation by generating an operation plan, calculating the expected running interval, monitoring the actual running time, calculating the expected running time and generating an adjustment control command. The central operation control system 11 generates an operation plan based on parameters such as the daily target coal transportation volume, the number of trains on the line, the start time of operation, the target transportation volume, the number of trains and the train running interval, and calculates the expected running interval according to the operation plan. By monitoring the actual running time of the train between two adjacent monitoring points, the expected running time of each monitoring point is calculated, and the adjustment control command is generated based on the comparison result of the actual running time and the expected running time. By dynamically adjusting the running interval of the train, it is possible to flexibly respond to various situations that may occur in actual operation, such as train delays, etc., to ensure the stability and efficiency of the train operation, and improve the overall operation efficiency and reliability of the system.

[0143] In one embodiment, it further includes:

[0144] When the number of trains that are simultaneously dispatched in the same power supply section does not exceed the set train number threshold, the central operation control system 11 sends a departure permission instruction to the onboard operation control system 31 of the trains in the power supply section;

[0145] When the number of trains dispatched simultaneously in the same power supply section exceeds the set train number threshold, the central operation control system 11 will wait until the preceding train leaves the power supply section before sending a departure permission instruction to the onboard operation control system 31 of the following train.

[0146] In the application, before the sky rail system starts operating and the train has stopped on the main line, the central operation control system 11 controls the departure timing to meet the following two requirements:

[0147] 1) Automatically adjust train departure;

[0148] 2) The number of vehicles dispatched at the same time in the same power supply section does not exceed the set vehicle number threshold; before the central operation control system 11 sends the "allowed to dispatch" instruction, it is also necessary to meet the requirement that the number of vehicles dispatched at the same time in a power supply section does not exceed the set vehicle number threshold. If the number of dispatched vehicles exceeds the set vehicle number threshold, the system will send the "allowed to dispatch" instruction to the following vehicle after the front vehicle clears the power supply section. When the number of parked vehicles in a power supply section exceeds the set vehicle number threshold, only vehicles that do not exceed the set vehicle number threshold are allowed to be towed simultaneously.

[0149] In the application, the central operation control system 11 sends the train destination to the on-board operation control system 31 according to the operation plan currently assigned to the train, and the on-board operation control system 31 automatically calculates the forward driving path for the train according to the current position of the train and the destination code; the destination is the coal loading area / unloading area. Whenever the train arrives at the coal loading / unloading area and stops steadily, the current task is completed, and the central operation control system 11 automatically assigns the next task to the train, controlling the train to run back and forth between the coal loading area and the coal unloading area.

[0150] In the application, the dispatcher can set up a maintenance plan through the central operation control system 11 according to the maintenance task requirements, and send the maintenance plan to the trains that need maintenance, supporting the trains to leave the main line and enter the maintenance base for maintenance operations.

[0151] The embodiment of the present application ensures the stability and safety of the power supply system by limiting the number of trains that depart at the same time in the same power supply section. When the number of trains that depart at the same time in the same power supply section does not exceed the set vehicle number threshold, the central operation control system 11 sends a departure permission instruction to the on-board operation control system 31 of the train in the power supply section; if the number of trains that depart at the same time exceeds the set vehicle number threshold, the departure permission instruction is sent to the on-board operation control system 31 of the following train after the preceding train leaves the power supply section. Through reasonable departure scheduling, excessive load on the power supply is avoided, the power demand when the train starts is ensured, the safety and stability of the system are improved, and train delays and failures caused by power problems are reduced.

[0152] In one embodiment, Figure 5 As shown, the following steps S301 to S304 are also included:

[0153] Step S301: Before entering the loading area parking point, the train waits at the mobile authorized parking point and sends an entry application signal to the external loading and unloading system through the on-board transportation control system 31. The external loading and unloading system is used to receive the entry application signal and send a signal to the on-board transportation control system 31 to allow or not allow loading according to the working status of the loading and unloading equipment.

[0154] In the application, before the skytrain enters the coal loading area, it sends a signal to the external loading and unloading system to apply for entry; the external loading and unloading system receives the signal and gives a signal to allow / not allow loading according to the normal / faulty state of the loading and unloading equipment. If the external loading and unloading system determines that the loading and unloading equipment is in a state that allows loading, it sends a signal to allow loading to the onboard transportation control system 31. If the external loading and unloading system determines that the loading and unloading equipment is in an abnormal state, it sends a signal to not allow loading to the onboard transportation control system 31. The onboard transportation control system 31 stops and waits at the parking point in front of the external loading and unloading system according to the current authorized parking point position of the train, and sends a signal to apply for entry to the external loading and unloading system after a certain period until it is allowed to enter the station.

[0155] Step S302: After receiving the signal allowing loading, the onboard transportation control system 31 extends the mobile authorized parking point signal of the current train to the parking point in the loading area.

[0156] Step S303, the onboard transportation control system 31 controls the train to enter the loading area parking point, controls the loading door cover of the train to open, and sends a loading signal to the external loading and unloading system; the external loading and unloading system is used to perform the loading action according to the loading signal.

[0157] In the application, the onboard transportation control system controls the current train to enter the parking point in the coal loading area, and at the same time, the onboard transportation control system 31 sends an opening signal for the upper door cover, and enters the parking point. After the current train stops steadily and the parking accuracy meets ±30cm, and the upper door cover is in the open state, the onboard transportation control system 31 sends a loading signal to the external loading and unloading system; if the parking accuracy does not meet ±30cm, the onboard transportation control system 31 performs a jump control on the current train, and after the parking accuracy is met, the parking is completed, and a loading signal is sent again to the external loading and unloading system to apply for loading. The external loading and unloading system starts loading, and after loading is completed, the external loading and unloading system sends a loading completion signal to the onboard transportation control system 31.

[0158] Step S304: After receiving the loading completion signal sent by the external loading and unloading system, the onboard transportation control system 31 controls the loading door cover of the train to close, and controls the train to leave the loading area parking point.

[0159] In application, the onboard transportation control system 31 receives the loading completion signal from the external loading and unloading system, and gives a signal to close and lock the door cover, and at the same time sends a departure signal to control the current train to leave the coal loading area, and then sends the current train departure signal to the external loading and unloading system.

[0160] The embodiment of the present application ensures the orderly docking of the train and the loading and unloading equipment through the feedback mechanism of the loading signal, ensures the smooth loading and unloading of goods, and improves the loading and unloading efficiency. Through close cooperation with the external loading and unloading system, the automatic control of the loading and unloading operation is realized, the links of manual operation are reduced, the possibility of human error is reduced, and the reliability and safety of the operation are improved. The on-board transportation control system 31 can receive the loading completion signal immediately after the loading is completed, which is convenient for timely detection and handling of abnormal situations.

[0161] In one embodiment, Figure 6 As shown, the following steps S401 to S404 are also included:

[0162] Step S401: Before entering the parking point in the unloading area, the train waits at the mobile authorized parking point and sends an entry application signal to the external loading and unloading system through the on-board transportation control system 31. The external loading and unloading system is used to receive the entry application signal and send a signal to the on-board transportation control system 31 to allow or not allow unloading according to the working status of the loading and unloading equipment.

[0163] In the application, before the skytrain enters the coal unloading area, it sends a signal to the external loading and unloading system to apply for entry; the external loading and unloading system receives the signal and gives a signal to allow / not allow unloading according to the normal / faulty state of the loading and unloading equipment. If the external loading and unloading system determines that the loading and unloading equipment is in a state that allows unloading, it sends a signal to allow unloading to the onboard transportation control system 31. If the external loading and unloading system determines that the loading and unloading equipment is in an abnormal state, it sends a signal to not allow unloading to the onboard transportation control system 31. The onboard transportation control system 31 stops and waits at the parking point in front of the external loading and unloading system according to the current authorized parking point position of the train, and sends a signal to apply for entry to the external loading and unloading system after a certain period until it is allowed to enter the station.

[0164] Step S402: After receiving the signal allowing unloading, the onboard transportation control system 31 extends the mobile authorized parking point signal of the current train to the parking point in the unloading area;

[0165] Step S403, the onboard transportation control system 31 controls the train to enter the parking point in the unloading area, controls the unloading door cover of the train to open, and sends an unloading signal to the external loading and unloading system; the external loading and unloading system is used to perform the unloading action according to the unloading signal.

[0166] In the application, the vehicle transportation control system controls the current train to enter the parking point of the coal unloading area, and at the same time, the vehicle transportation control system 31 sends the door opening signal of the lower door cover, and enters the parking point. After the current train stops steadily and the parking accuracy meets ±30cm, and the lower door cover is in the open state, the vehicle transportation control system 31 sends an unloading signal to the external loading and unloading system; if the parking accuracy does not meet ±30cm, the vehicle transportation control system 31 performs jump control on the current train, and after the parking accuracy is met, the parking is completed, and the loading signal is sent again to the external loading and unloading system to apply for unloading. The external loading and unloading system starts unloading, and after unloading is completed, the external loading and unloading system sends an unloading completion signal to the vehicle transportation control system 31.

[0167] Step S404: After receiving the unloading completion signal sent by the external loading and unloading system, the onboard transportation control system 31 controls the unloading door cover of the train to close, and controls the train to leave the parking point in the unloading area.

[0168] The embodiment of the present application ensures the orderly docking of the train and the loading and unloading equipment through the feedback mechanism of the unloading signal, ensures the smooth unloading of goods, and improves the unloading efficiency. Through close cooperation with the external loading and unloading system, the automatic control of the unloading operation is realized, the links of manual operation are reduced, the possibility of human error is reduced, and the reliability and safety of the operation are improved. The on-board transportation control system 31 can receive the unloading completion signal immediately after the unloading is completed, which is convenient for timely detection and handling of abnormal situations, ensuring the transparency and controllability of the entire unloading process.

[0169] In one embodiment, it further includes:

[0170] Under the condition of train safety protection, the on-board operation control system 31 generates a speed-distance curve of the train based on at least one of the operating stop point, line conditions, train performance, temporary speed limit, and running smoothness, and controls the train to travel at a speed corresponding to the speed-distance curve according to at least one of the current train position, direction, speed, emergency brake trigger speed, and movement authorization.

[0171] In the application, the onboard transportation control system 31 generates a speed-distance curve based on the latest movement authorization. If the movement authorization is withdrawn, resulting in the train overspeeding or the train position passing the authorized end point, the onboard transportation control system 31 immediately applies emergency braking. If the received movement authorization information is invalid, the onboard transportation control system 31 will send an emergency braking command to the vehicle. The onboard transportation control system 31 calculates the recommended speed curve of the train based on the current train position, direction, speed, emergency braking trigger speed, movement authorization and other information, under the safety protection of the train, according to the operating stop point, considering line conditions, train performance, temporary speed limit and running stability, and sends it to the vehicle for traction and braking output control, so that the train runs at the recommended speed.

[0172] The embodiment of the present application realizes refined control of the train operation status by generating a speed-distance curve of the train. Under the condition of train safety protection, the on-board operation control system 31 generates a speed-distance curve according to the current train position, direction, speed, emergency brake trigger speed, movement authorization and other parameters, and controls the train to travel at the corresponding speed in the curve. Through a control strategy based on comprehensive consideration of multiple factors, the operation status of the train can be more finely controlled to ensure safety during operation, and it also helps to improve energy efficiency, reduce wear, extend the service life of the train, and reduce operating costs.

[0173] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0174] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0175] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0176] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0177] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A skyrail freight train operation control system, characterized in that: Including central operation control system, trackside operation control system and vehicle-mounted operation control system; The onboard transportation control system is connected to the central transportation control system and the trackside transportation control system via wireless communication, and the central transportation control system is connected to the trackside transportation control system via Ethernet; The central operation control system is used to receive the train status information sent by the on-board operation control system, send at least one of the operation plan, operation level, and temporary speed limit instructions to the on-board operation control system, and receive the turnout equipment status and / or temporary speed limit status sent by the trackside operation control system, and send at least one of the turnout enable, turnout fixed operation, turnout reverse operation, temporary speed limit, power-on unlock, and power-on confirmation instructions to the trackside operation control system; The trackside operation control system is used to receive at least one of the switch enable, switch fixed operation, switch reverse operation, temporary speed limit, power-on unlock, and power-on confirmation instructions sent by the central operation control system, send the switch equipment status and / or temporary speed limit status to the central operation control system, and receive the driving resource application and / or auxiliary resource application sent by the on-board operation control system, and send the driving resource and auxiliary resource information to the on-board operation control system; The on-board operation control system is used to receive at least one of the operation plan, operation level, and temporary speed limit instructions sent by the central operation control system, and to send train status information to the central operation control system, as well as to send driving resource applications and / or ancillary resource applications to the trackside operation control system, and to receive driving resource and ancillary resource information sent by the trackside operation control system.

2. The sky rail freight train operation control system according to claim 1, characterized in that: The central operation and control system includes a workstation and a server. The central operation and control system is also connected to a large screen system, an information system and a central communication system. The central operation and control system, the large screen system, the information system and the central communication system are arranged in a control center.

3. The sky rail freight train operation control system according to claim 1, characterized in that: The trackside transportation control system is arranged at the center or one side of the track, beacons are arranged at preset intervals on the track, the trackside transportation control system includes a turnout control unit and a loading and unloading control unit, the trackside transportation control system is connected to a trackside communication system, a turnout interface and a trackside loading and unloading interface, and the trackside communication system is connected to a base station; The turnout control unit is used to control the corresponding turnout equipment through the turnout interface; The loading and unloading control unit is used to exchange data with the corresponding loading and unloading equipment through the trackside loading and unloading interface.

4. The sky rail freight train operation control system according to claim 1, characterized in that: The on-board transportation control system is arranged on the train, and the on-board transportation control system comprises an on-board transportation control host, and the on-board transportation control host is connected to an on-board communication system, a speed sensor, a beacon reader and an on-board loading and unloading interface; The vehicle-mounted communication system is used for wireless communication with the trackside operation control system; The speed sensor is used to measure the speed and travel distance of the train; The beacon reader is used to read the beacon to locate the train; The vehicle-mounted loading and unloading interface is used for data exchange with corresponding loading and unloading equipment.

5. A control method for an air-rail freight train operation control system as claimed in any one of claims 1 to 4, characterized in that: include: receiving an operation plan sent by the central operation control, wherein the operation plan includes destination information; Planning a train route based on the destination information and the current location information of the train; Sending a path occupancy application to the trackside transportation control system, wherein the trackside transportation control system is used to allocate the occupancy authority of the corresponding path to the vehicle-mounted transportation control system based on the path occupancy application; Sending an auxiliary resource occupation application to the trackside transportation control system based on the path, the trackside transportation control system is used to allocate the occupation authority of the corresponding auxiliary resource to the on-board transportation control system based on the auxiliary resource occupation application; wherein the auxiliary resource includes a turnout interface and / or a loading and unloading interface; Based on the path and the ancillary resources, if the path is reasonable, the train is controlled to travel along the path, obstacles ahead are identified for the train, and movement authorization is calculated; wherein the movement authorization refers to the maximum range of safe operation of the train.

6. The control method according to claim 5, characterized in that: Also includes: Generate an operation plan based on the daily target coal transportation volume, the number of trains on the line, the start time of operation, the target transportation volume, the number of trains and the train running interval; Calculating the expected driving interval according to the operation plan; Monitor the actual running time of the train between two adjacent monitoring points; Calculate the expected running time of each monitoring point; Comparing the actual running time with the expected running time, and generating a vehicle control adjustment command based on the comparison result; According to the operation level of the adjustment train control command, the running interval of the front and rear trains is controlled so that the actual running interval is close to the expected running interval.

7. The control method according to claim 5, characterized in that: Also includes: When the number of trains dispatched simultaneously in the same power supply section does not exceed the set train number threshold, the central operation control system sends a departure permission instruction to the on-board operation control system of the trains in the power supply section; When the number of trains dispatched simultaneously in the same power supply section exceeds the set train number threshold, the central operation control system will send a departure permission instruction to the on-board operation control system of the following train after the preceding train leaves the power supply section.

8. The control method according to claim 5, characterized in that: Also includes: Before entering the loading area parking point, the train waits at the mobile authorized parking point and sends a vehicle entry application signal to the external loading and unloading system through the on-board transportation control system. The external loading and unloading system is used to receive the vehicle entry application signal and send a signal to the on-board transportation control system to allow or not allow loading according to the working status of the loading and unloading equipment; After receiving the signal allowing loading, the on-board transportation control system extends the mobile authorized parking point signal of the current train to the parking point in the loading area; The onboard transportation control system controls the train to enter the loading area parking point, controls the loading door cover of the train to open, and sends a loading signal to the external loading and unloading system; the external loading and unloading system is used to perform the loading action according to the loading signal; After receiving the loading completion signal sent by the external loading and unloading system, the onboard transportation control system controls the cargo loading door cover of the train to close, and controls the train to leave the cargo loading area parking point.

9. The control method according to claim 5, characterized in that: Also includes: Before entering the parking point in the unloading area, the train waits at the mobile authorized parking point and sends a signal for applying for entry to the external loading and unloading system through the on-board transportation control system. The external loading and unloading system is used to receive the signal for applying for entry and send a signal to the on-board transportation control system to allow or not allow unloading according to the working status of the loading and unloading equipment; After receiving the unloading permission signal, the onboard transportation control system extends the mobile authorized parking point signal of the current train to the parking point of the unloading area; The onboard transportation control system controls the train to enter the parking point of the unloading area, controls the unloading door cover of the train to open, and sends an unloading signal to the external loading and unloading system; the external loading and unloading system is used to perform the unloading action according to the unloading signal; After receiving the unloading completion signal sent by the external loading and unloading system, the on-board transportation control system controls the unloading door cover of the train to close, and controls the train to leave the parking point in the unloading area.

10. The control method according to claim 5, characterized in that: Also includes: Under the condition of train safety protection, the on-board operation control system generates a speed-distance curve of the train based on at least one of the operating stop point, line conditions, train performance, temporary speed limit, and running smoothness, and controls the train to travel at a speed corresponding to the speed-distance curve according to at least one of the current train position, direction, speed, emergency brake trigger speed, and movement authorization.

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