A monitoring system for shunting operation of a railway spur line

Abstract

The application discloses a railway special line taking and delivering shunting operation monitoring system, which is constructed by combining a plane shunting lamp display subsystem, a non-central area shunting monitoring subsystem and a shunting operation auxiliary subsystem, and is connected with a marshalling station comprehensive automation system, so that the railway special line taking and delivering shunting operation monitoring is effectively realized, the work efficiency is improved, and the work safety is ensured.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of railway operation monitoring, and particularly relates to a railway private line taking and delivering shunting operation monitoring system. BACKGROUND

[0002] The private line refers to a railway line managed by a road outside enterprise or a unit of undertaking and connected with the national railway, and is an important facility for solving the first and last kilometers of railway transportation. The private line, which is responsible for shunting operation by the national railway station shunting group under the leadership of the marshalling station station (assistant) dispatcher, not only includes the private line directly connected with the marshalling station, but also includes the private line connected with the intermediate station under the jurisdiction of the marshalling station. Compared with the station shunting operation, the private line shunting operation has many problems:

[0003] (1) Many shunting safety hazards. The private line is generally more than 1 km away from the station, the interval running line is long, the curve is much, the interval line environment is complex, and the lookout condition is poor; the shunting is mostly in the push-pull shunting mode, and it is necessary to check whether the level crossing is closed, whether the enterprise gate is opened, and whether the operation line is invaded by personnel or foreign matter, but the shoulder is generally narrow, and it is not convenient for the shunting group to walk, and the walking inspection time is long; the return shunting route is much, the switch is frequently turned, and whether the switch opening direction and the point rail are closely contacted needs to be checked by the shunting group manually, and the switch is squeezed and the derailment occurs from time to time.

[0004] (2) Poor shunting equipment conditions. There is no information equipment, and the change of the shunting operation plan can only rely on the voice notification of the flat adjustment handheld machine, and is easy to forget; there is no centralized interlocking equipment, and the switch indication and the switch close contact can only rely on the eyes and the hand records; the anti-slip is prevented by the iron shoe and the manpower brake, and the anti-slip indication can only rely on the hand record; the night lighting condition is poor, the gate, the crossing, the line and the vehicle state confirmation are difficult, and the leading vehicle lookout is difficult when the shunting is pushed; the shunting group has no means to report the point, and can only notify the shunting area chief after the completion of the batch operation, and the shunting area chief manually enters the system, and there is a report error.

[0005] (3) Large shunting management difficulty. The station video monitoring system cannot be deployed to the private line belonging to the road outside enterprise asset, the station dispatcher, the freight dispatcher and the shunting area chief cannot dynamically master the equipment and operation conditions of the private line, the crossing indication, the gate indication, the line invasion condition, the switch indication, the anti-slip indication and the line vehicle storage condition of the private line can only be marked into the occupied board after the shunting group returns to the station; the joint control process such as the brief test, the test pull and the entry and exit line can only be completed through the voice intercom, and the problem analysis can only play back the call recording and review the operation recorder video, and the evidence collection is difficult.

[0006] Although the special line shunting operation is not the mainstream of marshalling station shunting operation, it is in the blind area of operation monitoring, and the cost of daily safety management is high; and the special line shunting occupies the time of the shunting machine for a long time, which greatly affects the realization of the marshalling station's stop time index. Not only the marshalling station has the demand of realizing the special line shunting operation monitoring, but also the section station and the locomotive depot have the demand of realizing the special line shunting operation monitoring. In the past three years, many railway bureaus have carried out relevant scientific research projects, and more than ten enterprises inside and outside the road have participated in it. The product market prospect in the future is very broad.

[0007] In order to solve the above-mentioned special line shunting problem, there are two technical routes in China at present:

[0008] The first one is a technical route based on electric equipment to solve the problem. The computer interlocking system, wireless shunting locomotive signal and monitoring system are added to the special line to solve the problems of switch control, route control and shunting machine operation safety protection; the ground sensors such as car number recognition equipment, wheel sensor and transponder are added to develop the electronic occupancy board of the special line, and the special line gate, crossing, line storage and anti-slip marker are managed in the marshalling station comprehensive automation system. The advantages of this technical route are based on mature electric system and equipment, and the technical research and development is not difficult, which is easy to implement in engineering; the disadvantages are that the test pulling, brief test, entry and exit line joint control and other operation items of the outdoor shunting group cannot be included in the electric system function from the professional management, and the demand of the special line is not fully met, and the equipment procurement and engineering investment is large, and the electric department has no strong will to manage the special line equipment. Up to now, the solution based on this technical route is still in the research stage, and has not been applied in the marshalling station.

[0009] The second one is a technical route based on car service equipment to solve the problem. A new handheld terminal is configured to the shunting group, which has the functions of operation video recording, indoor and outdoor voice communication, file transmission, etc., and the shunting operation notification sheet is checked and received by the staff on the handheld terminal, and the shunting operation point is reported; the ground equipment such as camera and laser radar is added, the image recognition technology is used to detect the gate, crossing, hand-operated turnout, line intrusion, anti-slip state, and the equipment state display terminal is added for the station dispatcher, freight dispatcher and shunting area chief. The advantages of this technical route are that the special equipment is developed for the shunting operation scene of the special line, which can cover the main pain point demand of the special line shunting, and the investment is moderate; the disadvantages are that it is not combined with the plane shunting light display system, and the shunting machine wheel time is not protected, and the shunting related information needs to be added to the shunting group to increase a set of handheld terminal, which increases the operation complexity. Up to now, the solution based on this technical route has only been used in a small number of intermediate stations with small special line shunting operation, and has not been applied and popularized in the marshalling station.

[0010] Therefore, the present application is proposed. SUMMARY

[0011] The purpose of the present application is to provide a railway private line taking and delivering shunting operation monitoring system to solve the problems existing in the current private line shunting.

[0012] The purpose of the present application is realized by the following technical solutions:

[0013] A railway private line taking and delivering shunting operation monitoring system, comprising: a flat shunting light display subsystem, a non-centralized area shunting monitoring subsystem, and a shunting operation auxiliary subsystem; wherein:

[0014] The flat shunting light display subsystem is used for receiving the shunting operation notice issued by the marshalling station comprehensive automation system, and forwarding the relevant plan state information, relevant device state information and line state information provided by the non-centralized area shunting monitoring subsystem, and the relevant device state information and locomotive state information provided by the shunting operation auxiliary subsystem to the marshalling station comprehensive automation system; for displaying the shunting operation notice and the flat shunting light display signal, and taking corresponding control measures for the locomotive according to the flat shunting signaling sent by the shunting operation auxiliary subsystem; and for sending the flat shunting signaling and reporting points in the shunting operation;

[0015] The non-centralized area shunting monitoring subsystem is used for collecting outdoor equipment and vehicle information in combination with various types of sensors, and generating relevant plan state information, relevant device state information and line state information therefrom, and transmitting them to the shunting operation auxiliary subsystem for display; and providing a human-machine interface including line state, track storage and operation manual marking through a terminal device;

[0016] The shunting operation auxiliary subsystem is used for providing positioning and perception during the operation of the locomotive, and generating flat shunting signaling transmitted to the flat shunting light display subsystem; and collecting outdoor equipment information in combination with the sensors, generating relevant device state information and locomotive state information and transmitting them to the flat shunting light display subsystem.

[0017] As can be seen from the above technical solutions of the present application, the railway private line taking and delivering shunting operation monitoring system is constructed in combination with the flat shunting light display subsystem, the non-centralized area shunting monitoring subsystem and the shunting operation auxiliary subsystem, and is connected to the marshalling station comprehensive automation system, effectively realizing the monitoring of the railway private line taking and delivering shunting operation, improving work efficiency and ensuring work safety. BRIEF DESCRIPTION OF DRAWINGS

[0018] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed in the embodiment description. Obviously, the drawings in the following description are only some of the embodiments of the present application, and other drawings can be obtained by those of ordinary skill in the art without any creative effort based on these drawings.

[0019] Figure 1 A schematic diagram of a railway special line taking and sending shunting operation monitoring system provided by the embodiment of the present application is shown in the figure.

[0020] Figure 2 A schematic diagram of the composition architecture of a railway special line taking and sending shunting operation monitoring system provided by the embodiment of the present application is shown in the figure.

[0021] Figure 3 A shunting operation preparation schematic diagram of a railway special line taking and sending shunting operation monitoring system provided by the embodiment of the present application is shown in the figure. DETAILED DESCRIPTION

[0022] The technical solutions in the embodiments of the present application will be described clearly and completely in the following with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments. Based on the embodiments of the present application, all other embodiments obtained by those of ordinary skill in the art without any creative effort belong to the protection scope of the present application.

[0023] First, the terms possibly used in the present text are explained as follows:

[0024] The terms "include", "contain", "have", "possess" or other similar semantic descriptions should be interpreted as non-exclusive inclusion. For example, the inclusion of a technical feature element (such as raw materials, components, ingredients, carriers, dosage forms, materials, sizes, parts, components, mechanisms, devices, steps, processes, methods, reaction conditions, processing conditions, parameters, algorithms, signals, data, products or articles, etc.) should be interpreted as not only including the explicitly listed technical feature element, but also including other technical feature elements not explicitly listed but known in the art.

[0025] The term "consisting of" means excluding any technical feature element not explicitly listed. If this term is used in a claim, the term will make the claim closed, so that it does not contain technical feature elements other than the explicitly listed technical feature elements, except for conventional impurities related thereto. If the term only appears in a certain clause of the claim, it only limits the elements explicitly listed in that clause, and the elements recorded in other clauses are not excluded from the overall claim.

[0026] Unless otherwise defined, the terms "mounting", "connected", "connecting", "fixed", and the like are to be construed in a broad sense, for example: can be fixed connection, can also be detachable connection, or integrally connected; can be mechanical connection, can also be electrical connection; can be directly connected, can also be indirectly connected through an intermediate medium, can be internal communication of two elements. For those skilled in the art, the specific meaning of the above terms in this paper can be understood according to the specific circumstances.

[0027] A railway special line taking and sending shunting operation monitoring system provided by the present application will be described in detail below. The contents not described in detail in the embodiments of the present application belong to the prior art known to those skilled in the art. If no specific conditions are specified in the embodiments of the present application, the conditions are performed according to the conventional conditions in the art or the conditions recommended by the manufacturer. If no manufacturer is specified for the instruments used in the embodiments of the present application, they are all conventional products that can be obtained by market purchase.

[0028] As shown in Figure 1 The railway special line taking and sending shunting operation monitoring system provided by the embodiments of the present application mainly comprises: a plan shunting light display subsystem, a non-centralized area shunting monitoring subsystem, and a shunting operation auxiliary subsystem; wherein:

[0029] The plan shunting light display subsystem is used for receiving the shunting operation notice issued by the marshalling station integrated automation system, and forwarding the related plan state information, related device state information and line state information (the specific information content contained in this part will be introduced later) provided by the non-centralized area shunting monitoring subsystem to the marshalling station integrated automation system, and the related device state information and locomotive state information provided by the shunting operation auxiliary subsystem; for displaying the shunting operation notice and the plan shunting light display signal, and taking corresponding control measures on the locomotive according to the plan shunting signaling sent by the shunting operation auxiliary subsystem; also for manually sending the plan shunting signaling and reporting points in the shunting operation;

[0030] The non-centralized area shunting monitoring subsystem is used for collecting outdoor device and vehicle information in combination with various types of sensors arranged, and generating related plan state information, related device state information and line state information, and then transmitting them to the shunting operation auxiliary subsystem for display; and providing a man-machine interface containing line state, track vehicle storage and operation manual marking through a terminal device;

[0031] The shunting operation auxiliary subsystem is used for providing positioning, foreign matter intrusion perception in front, front target ranging, train set through wind pressure monitoring (brief test) when the locomotive is running, and generating related device state information and locomotive state information and plan shunting signaling to the plan shunting light display subsystem; and displaying the video information in front of the shunting operation.

[0032] The solution provided in this embodiment of the invention combines the planar shunting light display subsystem, the non-centralized area shunting monitoring subsystem, and the shunting operation auxiliary subsystem to construct a railway dedicated line shunting operation monitoring system, and connects it to the marshalling yard integrated automation system, effectively realizing the monitoring of railway dedicated line shunting operations, improving work efficiency, and ensuring work safety.

[0033] To more clearly demonstrate the technical solution and its effects provided by the present invention, the system provided by the embodiments of the present invention will be described in detail below with reference to specific examples.

[0034] I. Overall introduction to the system.

[0035] like Figure 2 The diagram illustrates the overall architecture of the system, which includes: a horizontal shunting light display subsystem, a non-centralized area shunting monitoring subsystem, and a shunting operation support subsystem, all connected to the marshalling yard integrated automation system at the station. The horizontal shunting light display subsystem and the shunting operation support subsystem are mobile service systems, usable in both centralized and non-centralized areas. Each subsystem will be described in detail below.

[0036] 1. Flat shunting light indicator subsystem.

[0037] like Figure 2 As shown, the planar shunting light display subsystem includes: a shunting area control station, a shunting machine controller, a shunting handheld device, a communication server, and two communication interface devices; the shunting machine controller, the shunting handheld device, the first communication interface device, and the second communication interface device communicate with each other via 400M radio; the second communication interface device communicates with the communication server, and the communication server communicates with the shunting area control station via serial port.

[0038] (1) Communication interface machine 1 (the first communication interface machine) is located in the enterprise monitoring room (within the dedicated line) and interfaces with the non-centralized area shunting monitoring subsystem. It transmits the received relevant planning status information (e.g., train entry and exit reporting), relevant equipment status information (gate opening and closing status, etc.) and line status information (number of cars stored, car number, car type, etc.) to the communication server through the second communication interface machine (i.e., communication interface machine 2).

[0039] (2) The communication interface unit 2 is located in the station machine room. It interfaces with the communication server via a serial port and with the on-board host of the shunting operation auxiliary subsystem via a 400M wireless method. It feeds back the relevant equipment status information and shunting locomotive status information (target distance measurement, foreign object intrusion limit, train wind pressure value, simplified test reporting point, test pull reporting point, etc.) provided by the shunting operation auxiliary subsystem to the marshalling yard integrated automation system via the communication server. It also feeds back the shunting operation notification sheet of the marshalling yard integrated automation system to the shunting operation auxiliary subsystem.

[0040] (3) The communication server is arranged in the station machine room and is in communication connection with the flat regulation zone long table, the flat regulation machine controller, the flat regulation handheld machine and the second communication interface machine respectively; is used for receiving the marshalling station integrated automation system issued dispatching notice and transmitting to the flat regulation machine controller and the flat regulation handheld machine, feeding back the manual report point (hook mark elimination) of the dispatching train to the marshalling station integrated automation system, forwarding the related plan state information, related equipment state information and line state information provided by the non-centralized zone dispatching monitoring subsystem and the related equipment state information and dispatching machine state information provided by the dispatching operation auxiliary subsystem.

[0041] (4) The flat regulation machine controller is arranged on the dispatching machine and is associated with the LKJ, is used for providing the dispatching voice intercom, dispatching operation notice sheet screen display and flat regulation lamp display function; according to the flat regulation signaling sent by the dispatching operation auxiliary subsystem, corresponding control measures (for example, controlling the LKJ to adopt deceleration, unloading, normal braking, emergency braking and the like) are adopted on the dispatching machine; and according to whether the entry line permission and the exit line permission of the marshalling station integrated automation system are received, the flat regulation starting and advancing signaling is controlled and limited.

[0042] (5) The flat regulation handheld machine is the standard configuration of the dispatching train operating personnel (for example, one for each person), is used for dispatching voice intercom and sending flat regulation signaling, and can display the dispatching operation notice sheet on the screen, and can carry out anti-slip report point and hook plan mark elimination report point.

[0043] (6) The flat regulation zone long table is arranged at the assistant dispatcher (assistant dispatcher) and the assistant duty officer, is in communication connection with the communication server, is used for ground and vehicle voice call and response, listens to and records the flat regulation voice intercom information, and listens to and records the flat regulation signaling.

[0044] 2. The non-centralized zone dispatching monitoring subsystem.

[0045] As shown in Figure 2 , the non-centralized zone dispatching monitoring subsystem comprises: an enterprise terminal, an enterprise server, a crossing barrier sensor, a gate leaf sensor, a hand-operated turnout sensor, a vehicle number recognition device and a wheel sensor; the enterprise server and each sensor and the vehicle number recognition device communicate in a LoRa mode; the enterprise terminal and the enterprise server communicate through an Ethernet local area network.

[0046] (1) The enterprise terminal is used for providing a line state, a stock car, an operation manual marking man-machine interface for an enterprise freight officer. One set is arranged in each enterprise, and is arranged in the enterprise monitoring room. According to the enterprise demand, an enterprise mobile terminal can be equipped.

[0047] (2) Enterprise server interfaces with the flat shunting lamp display subsystem, for comprehensive processing of the sensing information reported by each sensor and car number recognition device, in combination with shunting operation reporting and shunting train position information, to automatically generate shunting train in-out enterprise reporting, automatically generate shunting train in-out track reporting, automatically update track storage train information, and ultimately obtain relevant plan state information (for example, train in-out line reporting), relevant device state information (gate opening and closing, etc.), and line state information (number of stored trains, train number, train type, etc.). The enterprise server is set for each enterprise, and is set in the enterprise monitoring room (or machine room provided by the enterprise).

[0048] (3) Crossing barrier sensor, for sensing whether the crossing barrier in the section is closed; one set is provided for each barrier, and battery power supply can be used.

[0049] (4) Gate leaf sensor, for sensing whether the enterprise gate is opened and whether the wind hook is locked, one set is provided for each leaf, and battery power supply can be used.

[0050] (5) Hand-operated turnout sensor, for sensing whether the handle of the hand-operated turnout is in positioning or reverse position, and whether the point rail in the positioning or reverse position is in close contact, one set can be provided for each group of hand-operated turnouts, and battery power supply can be used.

[0051] (6) Car number recognition device, for scanning the car number of the train entering and leaving the enterprise and recording the passing time; one set can be installed for each enterprise, and the car number recognition sensor can use single-phase 220V 50Hz alternating current power supply.

[0052] (7) Wheel sensor, installed at the front of each turnout and the entrance of each track, for sensing the number of wheel axles passing through the turnout and entering and leaving the track and recording the passing time; for dead-end track, it is installed at one end of the entering and leaving train; for through track, wheel sensors are installed at both ends of the track. The wheel sensor can also use battery power supply.

[0053] Preferably, the non-centralized shunting monitoring subsystem can also reserve a cargo position intrusion monitoring sensor, a water level monitoring sensor, an anti-slip monitoring sensor, a protective sign monitoring sensor, and a mobile derailment device monitoring sensor, which are respectively in communication connection with the enterprise server.

[0054] Cargo position intrusion monitoring sensor, one set is installed for each track with loading and unloading operation, for detecting whether there is cargo intrusion on the track.

[0055] Water level monitoring sensor, one set is installed for the section frequently flooded, for detecting whether the line is flooded on rainy days.

[0056] Anti-slip monitoring sensor, one set is installed in each storage track, which is used to detect whether the iron shoes, wheel stoppers or anti-slip sleepers are placed on the track, and whether the manual brake is tightened;

[0057] Guard board monitoring sensor, one set is installed in each storage track with guard board, which is used to detect whether the guard board is erected or fallen down;

[0058] Mobile derailers monitoring sensor, one set is installed in each storage track, which is used to detect whether the mobile derailers are placed on the track.

[0059] 3. Shunting operation auxiliary subsystem.

[0060] As shown in Figure 2 , the shunting operation auxiliary subsystem comprises a car leader, a wind pressure device (not shown in the figure), a vehicle-mounted host, a vehicle-mounted terminal and a reflector. The car leader, the wind pressure device and the vehicle-mounted host communicate with each other by using 2.4 GHz or 5.8 GHz wireless frequency, and a 5G interface is reserved. The reflector is a passive device.

[0061] (1) The car leader provides positioning and sensing during shunting operation. Specifically, the car leader is equipped with two sets for each shunting group, one of which is used at the descending end of the train, and the other is used at the ascending end of the train. When the shunting machine operates alone, the two sets of car leaders are placed in front of and behind the shunting machine respectively for forward and rear sensing. When the shunting machine pushes the train to run, the car leader on the side close to the train is placed outside the head car of the train for forward sensing, forward distance measurement and test pulling sensing. When the shunting machine pulls the train to run, the car leader on the side close to the train is placed outside the tail car of the train for rear sensing and rear distance measurement.

[0062] (2) The wind pressure device is used to sense the wind pressure value. Each shunting group is equipped with one set of wind pressure device. When the shunting train needs to run with wind pipe, the wind pressure device is installed at the wind pipe joint of the last car of the pipe for sensing the wind pressure value.

[0063] (3) The vehicle-mounted host is used to centrally process the information (forward sensing, rear sensing, distance measurement positioning, test pulling sensing, wind pressure sensing information) returned by the car leader and the wind pressure device, sends automatic shunting signaling (including ten cars, five cars, three cars, one car, deceleration, connection, parking, emergency parking, unlocking) to the flat shunting machine controller in the flat shunting light display subsystem, automatically generates relevant device state information (for example, line intrusion situation), shunting machine state information (wind pressure value, brief test, test pulling report point information, etc.), and reports to the marshalling station integrated automation system through the flat shunting machine controller.

[0064] (4) Vehicle terminal, 1 set is configured for each regulating machine, is used to show real-time video of front and rear of train to train long and driver, prompt position and distance of limit invasion foreign matter, show distance of train front end and target parking point, provide brief test, test and anti-slip report interface.

[0065] (5) Reflector, is divided into fixed type and mobile type; The fixed reflector is installed at the wheel sensor or the end line soil shelf, and is used for the train leader to perceive the distance between the train front end and the wheel sensor or the end line soil shelf, wherein the reflector arranged at the wheel sensor is used for perceiving the distance between the regulating machine and the wheel sensor after the regulating machine enters the line and stops, and the purpose is to provide the distance between the stock stopping train and the wheel sensor for the next time when the regulating machine enters the line, and to determine the position of the "ten trains", and when the distance between the stock stopping train and the wheel sensor is less than "ten trains", the position of the "ten trains" should be moved to the corresponding turnout reflector.

[0066] Based on the above introduction, the internal network of each subsystem is as follows:

[0067] (1) The flat shunting lamp display subsystem still utilizes the existing 400M wireless channel networking, and an additional 400M frequency point is provided for data relay forwarding between the non-centralized line monitoring subsystem, the shunting operation auxiliary subsystem and the marshalling station integrated automation system.

[0068] (2) The non-centralized line monitoring subsystem adopts LoRa separate networking.

[0069] (3) The shunting operation auxiliary subsystem adopts 2.4GHz or 5.8GHz wireless frequency for communication (5G interface is reserved), takes the regulating machine as the center, and covers the front and rear ends of the train. Before accessing 5G public network or 5G-R, the visual information is only processed and displayed on the regulating machine, and is not transmitted back to the indoor.

[0070] II. Operation flow of the system.

[0071] In the embodiment of the application, the operation flow of the above-mentioned system comprises: shunting operation preparation, entry line shunting route contact and confirmation, entry line shunting operation signaling control and recording, stock stopping train operation control and recording, exit line shunting route contact and confirmation, exit line shunting operation signaling control and recording, and shunting other operation control and recording.

[0072] 1. Shunting operation preparation: related information based on the railway special line taking and sending shunting operation monitoring system is summarized to the marshalling station integrated automation system, and displayed on the station terminal of the marshalling station integrated automation system; the summarized information includes: device state information, line state information, regulating machine state information and plan state information; for example, Figure 3As shown, the main information content is listed, and the source of each information is listed, in particular:

[0073] (1) As shown in Figure 3 The station terminal displays the position of the hand-operated turnout in the non-centralized area, the opening and closing of the gate, the opening and closing of the crossing barrier, the intrusion of the operating line, and the number of stored cars in each operating line (the entrance and exit of the storage track are equipped with wheel sensors, which can sense the number and direction of passing wheels when the locomotive and rolling stock enter and exit the storage track. By calculating the number of wheels entering and exiting the storage track, the number of stored cars in the storage track can be determined), the car number and type, the storage time, and the anti-slip condition. If there is a locomotive operating in the non-centralized area, the current line position of the locomotive and the operating shunting hook are also displayed. Specifically, the running track, storage track, and turnout in the non-centralized area are equipped with wheel sensors, which can sense the current position of the train when it passes through the sensor. The shunting operation notice sheet marks the operating line (storage track) of each shunting hook. By determining the current storage track of the train, the operating shunting hook can be determined.

[0074] (2) After the station terminal compiles and issues the shunting operation notice sheet, the system automatically pushes it to the flat adjustment handheld device and the machine controller and prompts them. The shunting group and the driver can view and listen to the voice broadcast on the display screen of the handheld device and the machine controller.

[0075] (3) All flat adjustment signaling and voice communication records during the operation are saved as different voice files according to the shunting hook.

[0076] 2. Inbound shunting route connection and confirmation: The inbound shunting refers to the locomotive sending the operating vehicles to the operating track or connecting the vehicles in the operating track. In this process, the shunting group needs to enter the special line section for route connection and safety confirmation. The shunting group operation includes opening the special line hand-operated turnout, confirming the crossing barrier state, confirming the gate opening state, and confirming the line intrusion condition. Based on the line and equipment conditions of each special line, the system provides route connection and safety confirmation functions through sensor arrangement and flat adjustment. Specifically:

[0077] (1) After the locomotive enters the sensor arrangement area of the non-centralized area, the system automatically tracks the shunting operation progress according to the hook sequence of the shunting operation notice sheet, and controls the safety of the entire non-centralized shunting process. The shunting group and the driver can view the number of stored cars, the car number and type, and the anti-slip condition of each operating line on the display screen of the flat adjustment handheld device and the machine controller.

[0078] (2) After the link member operates the hand lever turnout, the flat adjustment handheld terminal and the machine controller automatically broadcast the opening direction of the hand lever turnout, and the station terminal synchronously updates the position indication of the hand lever turnout. According to the plan of the shunting hook, the system automatically judges the approach and turnout state that the shunting machine needs to pass through when going to the destination track. When all the turnouts on the approach are in place, the flat adjustment handheld terminal and the machine controller broadcast that the shunting approach is ready.

[0079] (3) The shunting foreman can check the status of the crossings, gates, turnouts and line encroachment on the next two hook plan approaches at any time on the flat adjustment handheld terminal. Before the shunting machine enters the line, the shunting foreman operates the "entry check" on the flat adjustment handheld terminal, and the system automatically broadcasts the status of the crossings, gates, turnouts and line encroachment on the current shunting hook corresponding approach. If the crossing barrier is not down, the gate is not open and locked, the turnout is not in the required position and is not in close contact, or there is line encroachment, the flat adjustment is prohibited from sending the signals "start" and "advance", and the reason is prompted. When the system detects that the influencing reasons are eliminated, it automatically cancels the restrictions on the signals "start" and "advance" and prompts. In special cases, the shunting foreman can ignore the system check by operating "unlock" on the flat adjustment handheld terminal to remove the restrictions on the signals "start" and "advance".

[0080] 3. Entry shunting operation signaling control and recording.

[0081] (1) After the shunting machine enters the special line of the enterprise, it automatically checks the car number and sequence of the vehicles carried by the shunting machine (obtained through the car number identification device). If the car number and sequence of the vehicles connected in the marshalling area do not match the car number and sequence on the shunting operation notice, a prompt is given.

[0082] (2) When operating within the enterprise, after the shunting machine starts, it automatically tracks the position of the front end of the shunting train (known by sensing the first wheel passing through the wheel sensor) and automatically sends signals ("ten cars", "five cars", "three cars", "one car") to control the car according to the automatically detected stopping car position (the stopping position set by the station terminal or the enterprise terminal when the line is empty). The system can also disable the automatically sent signals through the flat adjustment handheld terminal in the flat adjustment light display subsystem and change them to manual signals. At the same time, all signals are automatically recorded, and the station terminal can record and check according to the shunting hook.

[0083] (3) According to the shunting operation notice, when all the vehicles involved in the current uncoupling hook enter the operating line and the "stop" signal is collected, the entry record is automatically generated and prompted on the station terminal and enterprise terminal. When it is a coupling hook, no entry record is generated. After the entry record is generated, the system checks the number of cars on the shunting operation notice and the number of cars in the entry record. If there is a mismatch, a prompt is given.

[0084] 4. Stopping car operation control and record: when the stopping car is taken from the non-centralized operation track, the anti-slip inspection, car train test pull inspection, and car train brief test inspection are performed, and the control and record are performed. Specifically:

[0085] (1) The anti-slip state can be viewed and marked on the flat adjustment handheld table. When viewing, "the stopping car sequence number + car number + anti-slip method + anti-slip equipment number (only equipment number)" is displayed; when marking, "sequence number from the adjustment machine + installation and removal mark + anti-slip method + anti-slip equipment number" is marked, and after marking is completed, "sequence number from the adjustment machine" is automatically changed to "stopping car sequence number + car number". The sequence number is marked with 2 digits, and if there is only 1 digit, the tens place is filled with 0; the installation and removal mark is marked with 1 digit, including: 0 - removal of anti-slip, 1 - installation of anti-slip. The anti-slip method is marked with 1 digit, including: 1 - anti-slip shoe, 2 - manual brake, 3 - manual brake fastener, 4 - wheel stopper, 5 - anti-slip sleeper, 6 - others. The anti-slip equipment number is marked with 2 digits, and if there is only 1 digit, the tens place is filled with 0. After the anti-slip mark changes, the station terminal and enterprise terminal display synchronously.

[0086] (2) When test pull is required, the flat adjustment handheld table can send "request test pull" and "test pull completed" information, which is automatically displayed and broadcast by the flat adjustment machine controller, and is automatically recorded in the background, which can be checked by the station terminal.

[0087] (3) When brief test is required, the flat adjustment handheld table can mark the number of brief test vehicles and feed back "brief test completed" information, which is automatically displayed and broadcast by the flat adjustment machine controller, and is automatically recorded in the background, which can be checked by the station terminal. The number of brief test vehicles is marked with 2 digits, and if there is only 1 digit, the tens place is filled with 0.

[0088] 5. Outbound shunting route contact and confirmation: outbound shunting refers to the shunting machine leaving after picking up or leaving after coupling; during this process, the shunting group needs to contact and confirm the route in the non-centralized area, and the shunting group operation includes opening the direction of the hand-operated turnout of the private line, confirming the state of the turnout, confirming the opening state of the gate, and confirming the line intrusion, etc. Based on the line and equipment conditions of each private line, the system provides the function of route contact and safety confirmation through sensor arrangement and flat adjustment. Specifically:

[0089] (1) Before the outbound shunting, the shunting master operates "outbound inspection" on the flat adjustment handheld table, and the system automatically checks the current shunting hook corresponding to the route, including the state of the turnout, the gate, the turnout, and the line intrusion, and checks the anti-slip removal. If the anti-slip of the shunting machine is not removed, the flat adjustment is prohibited from sending the "start" and "push" signals, and the reason is prompted. The shunting master can ignore the system check by "unlocking" operation, and remove the restriction on the "start" and "push" signals.

[0090] (2) If the return is to the station's concentration area, the station terminal and enterprise terminal will be prompted to return to the concentration area after the "out of line inspection" is sent from the hand-held station.

[0091] 6. Out of line shunting operation signaling control and record.

[0092] (1) After the shunting machine starts, the position of the shunting train is automatically tracked until it completely leaves the sensor layout area (which can be referred to in the previous introduction).

[0093] (2) After detecting that the shunting train has completely left the line, the number of vehicles taken out is automatically checked, an out of line record is automatically generated, the number of stored vehicles and the order on the line are updated, and the data is updated on the station terminal and enterprise terminal. If the number of vehicles taken out by the system is inconsistent with the number of vehicles planned to be taken, a prompt is given.

[0094] (3) If the shunting machine returns to the concentration area, the vehicle number and order of the vehicles carried by the shunting machine are automatically checked before entering the concentration area. If they do not match the last hook (when taking vehicles) in the shunting operation notice, a prompt is given.

[0095] 7. Shunting other operation control and record. When the shunting machine performs additional operations on the shunting operation notice in the non-concentration area, the shunting operation control and record are performed according to the shunting group or indoor personnel operation and confirmation. It includes: control and record of operation extension point and additional operation, as well as record of voice signaling and voice communication according to hook plan; and provides manual modification function of equipment, track and parked vehicle information; specifically:

[0096] (1) Operation extension point.

[0097] When the shunting group is executing the shunting operation, the shunting group learns in advance that the single plan completion time will be later than the original shunting operation plan. The shunting foreman notifies the indoor area chief or assistant shunting by pressing the button on the flat adjustment table, and the indoor personnel record the reason for the operation extension point on the system for subsequent analysis.

[0098] (1) Additional operation.

[0099] When the shunting group encounters unexpected situations during the execution of the shunting operation, such as temporary hook reversal or adjustment of the cargo position, the shunting foreman sends a notification to the indoor shunting area chief or assistant shunting through the flat adjustment table, and the indoor area chief or assistant shunting gives approval and feedback. The indoor personnel make modifications on the system. For example, temporary hook reversal operation, the indoor personnel modify the number of stored vehicles on the special line track on the system; if temporary adjustment of the cargo position, the indoor personnel modify the number of stored vehicles on the cargo position on the system, and when the indoor personnel complete the modification on the system, the flat adjustment end track information is automatically updated.

[0100] (1) Record of voice signaling and voice communication according to hook plan.

[0101] According to the plan of the long in the flat car, the system automatically records the voice signaling and voice communication record before and after the hook plan according to the start and end of the hook plan. The system saves the record according to the report point and voice content for playback analysis. In particular, when the locomotive is ready to enter the line or exit the line, the shunting master clicks the "entry check" button, and the system records the start time of the hook. When the shunting master clicks the "exit check" button, the system records the end time of the hook.

[0102] (4) System manual modification function.

[0103] When the on-site device fails to automatically confirm the state and change the number of tracks, the system provides a manual modification function for device, track and parked car information. Indoor personnel can manually change the device, track and parked car number on the system, and the system will record it. When the indoor personnel completes the modification on the system, the shunting group flat car end system information is automatically updated.

[0104] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the division of the above functional modules is taken as an example, and in actual application, the above functions can be completed by different functional modules according to needs, that is, the internal structure of the system is divided into different functional modules to complete all or part of the above described functions.

[0105] The above is only a preferred specific embodiment of the present application, but the protection scope of the present application is not limited to this. Any skilled person in the art can easily think of changes or replacements within the scope of the disclosed technology, which should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims. The information disclosed in the background section of this document is only intended to deepen the understanding of the overall background of the present application, and should not be regarded as acknowledging or implying in any form that the information constitutes prior art known to those skilled in the art.

Claims

1. A monitoring system for shunting operations on a dedicated railway line, characterized in that, include: The system includes a planar shunting light display subsystem, a non-centralized shunting monitoring subsystem, and a shunting operation auxiliary subsystem; among which: The planar shunting light display subsystem is used to receive shunting operation notifications from the marshalling yard integrated automation system, and to forward relevant planning status information, equipment status information, and track status information provided by the non-centralized area shunting monitoring subsystem, as well as relevant equipment status information and locomotive status information provided by the shunting operation auxiliary subsystem, to the marshalling yard integrated automation system; it is also used to display shunting operation notifications and planar shunting light display signals, and to take corresponding control measures on the locomotives according to the planar shunting signaling sent by the shunting operation auxiliary subsystem; it is also used to issue planar shunting signaling and to report points during shunting operations; The non-centralized shunting monitoring subsystem is used to collect outdoor equipment and vehicle information by combining various sensors, and thereby generate relevant plan status information, relevant equipment status information and line status information, which are then transmitted to the shunting operation auxiliary subsystem for display; and to provide a human-machine interface including line status, track parking and manual operation markings through terminal equipment. The shunting operation auxiliary subsystem is used to provide positioning and sensing during shunting operation, and thereby generate level shunting signaling to be transmitted to the level shunting light display subsystem; and to collect outdoor equipment information by combining the set sensors, generate relevant equipment status information and shunting locomotive status information and transmit them to the level shunting light display subsystem. The operational process of the railway shunting operation monitoring system includes: Shunting operation preparation: The relevant information based on the railway dedicated line shunting operation monitoring system is aggregated to the marshalling yard integrated automation system and displayed on the station terminal of the marshalling yard integrated automation system; the aggregated information includes: equipment status information, track status information, shunting locomotive status information and plan status information; Shunting route contact and confirmation upon entry: Shunting upon entry refers to the shunting locomotive sending the working vehicles to the working track to unload or to the working track to couple vehicles; during this process, the shunting team needs to enter the dedicated line section to contact the route and confirm safety. Shunting Operation Signal Control and Recording: After the shunting locomotive enters the dedicated line enterprise, the system automatically verifies the car number and sequence of the vehicles carried by the locomotive. If the car number and sequence do not match the car number and sequence of the vehicles coupled in the centralized area as per the shunting operation notice, a prompt will be issued. When operating within the enterprise, after the shunting locomotive starts, it automatically tracks the position of the leading end of the shunting train and automatically sends signals to control the vehicles based on the automatically detected position of the stopped cars. Furthermore, the system can disable automatically sent signals through the flat shunting handheld device in the flat shunting light display subsystem. At the same time, all signals are automatically recorded. Based on the shunting operation notice, after detecting that all vehicles involved in the current uncoupling have entered the operation line and collecting the stop signal, the system automatically generates an entry record and issues a prompt. Parking car operation control and recording: When parking cars are removed from non-centralized operation tracks, anti-slipping checks, train test pull checks, and train brief test checks are carried out, and control and recording are performed; Outbound shunting route contact and confirmation: Outbound shunting refers to the shunting locomotive leaving the non-centralized operating track after unloading or attaching cars; during this process, the shunting team needs to contact the route and confirm safety in the non-centralized area. Outbound shunting operation signaling control and recording: After the shunting locomotive starts, it automatically tracks the position of the shunting train until it completely leaves the sensor deployment area; after detecting that the shunting train has completely left the line, it automatically checks the number of cars taken out, automatically generates an outbound record, and updates the number and order of cars stored on the line; if the number of cars taken out is inconsistent with the number of cars to be retrieved in the coupler plan, a prompt will be issued; if the shunting locomotive returns to the central area, before entering the central area, it automatically checks the car number and order of the cars taken by the shunting locomotive, and if they do not match the last coupler on the shunting operation notification, a prompt will be issued; Other shunting operation control and recording functions include: control and recording of operation delays and extra operations, as well as recording of voice signaling and voice communication according to the shunting plan; and providing manual modification functions for equipment, track and parked car information.

2. The railway shunting operation monitoring system according to claim 1, characterized in that, The planar shunting light display subsystem includes: a shunting area control unit, a shunting machine controller, a shunting handheld device, a communication server, and two communication interface units; The first communication interface unit interfaces with the non-centralized area shunting monitoring subsystem and transmits the received relevant plan status information, relevant equipment status information and line status information to the communication server through the second communication interface unit. The second communication interface unit is connected to the communication server interface and the on-board host interface of the shunting operation auxiliary subsystem. It feeds back the relevant equipment status information and shunting locomotive status information provided by the shunting operation auxiliary subsystem to the marshalling yard integrated automation system via the communication server, and feeds back the shunting operation notification from the marshalling yard integrated automation system to the shunting operation auxiliary subsystem. The communication server is connected to the shunting area control station, the shunting locomotive controller, the shunting handheld device, and the second communication interface device. It is used to receive shunting operation notices issued by the marshalling yard integrated automation system and transmit them to the shunting locomotive controller and the shunting handheld device. It also provides feedback to the marshalling yard integrated automation system on the manual reporting of shunting groups and forwards relevant planning status information, relevant equipment status information, and line status information provided by the non-centralized area shunting monitoring subsystem, as well as relevant equipment status information and shunting locomotive status information provided by the shunting operation auxiliary subsystem. The shunting locomotive controller is located on the shunting locomotive and connected to the LKJ. It is used to provide shunting voice intercom, shunting operation notification single-screen display and shunting light display functions; to take corresponding control measures on the shunting locomotive according to the shunting operation auxiliary subsystem; and to control and restrict the shunting start and advance signals according to whether the entry permission and exit permission of the marshalling yard integrated automation system have been received. The shunting handheld device is the standard equipment for shunting crew operators. It is used for shunting voice communication and issuing shunting signals. It can also display shunting operation notices on the screen, as well as perform anti-slip reporting and coupler plan erasure reporting. The leveling station is connected to the communication server for voice calls and responses on the ground and in vehicles, monitoring and recording leveling voice intercom information, and monitoring and recording leveling signaling.

3. A monitoring system for shunting operations on a dedicated railway line according to claim 2, characterized in that, In the planar shunting light display subsystem, the shunting machine controller, the shunting handheld device, the first communication interface device, and the second communication interface device communicate with each other via 400M radio; the second communication interface device communicates with the communication server, and the communication server communicates with the shunting area control station via serial port.

4. A monitoring system for shunting operations on a dedicated railway line according to claim 1, characterized in that, The non-centralized shunting monitoring subsystem includes: enterprise terminal, enterprise server, level crossing barrier sensor, gate sensor, manual turnout sensor, vehicle number recognition device, and wheel sensor; wherein: The enterprise terminal is a human-machine interface used to provide enterprise freight specialists with information on route status, track parking, and manual marking of operations. The enterprise server interfaces with the planar shunting light display subsystem to comprehensively process the sensing information reported by various sensors and car number recognition devices. Combined with shunting operation reporting points and shunting train position information, it automatically generates shunting train entry and exit enterprise reporting points, automatically generates shunting train entry and exit track reporting points, automatically updates track car storage information, and finally obtains relevant plan status information, relevant equipment status information and track status information. Level crossing barrier sensors are used to detect whether the level crossing barriers in a section are closed; The door sensor is used to detect whether the company door is open and whether the wind hook is locked. The manual turnout sensor is used to detect whether the handle of the manual turnout is in the right or wrong position, and whether the switch rail is in the right or wrong position and in close contact. Vehicle number recognition equipment is used to scan the license plate numbers of trucks entering and leaving the company and record the time of their passage; Wheel sensors are installed in front of each turnout and at the entrance of each track to detect the number of wheel axles passing through the turnout and entering / exiting the track and record the time elapsed. For dead-end tracks, wheel sensors are installed at one end where trains enter or exit. For through tracks, wheel sensors are installed at both ends of the track.

5. A monitoring system for shunting operations on a dedicated railway line according to claim 4, characterized in that, The non-centralized shunting monitoring subsystem further includes: a cargo space encroachment monitoring sensor, a water level monitoring sensor, an anti-slip monitoring sensor, a protective sign monitoring sensor, and a moving derailment device monitoring sensor, all of which are respectively connected to the enterprise server; wherein: The cargo space encroachment monitoring sensor is used to detect whether there are piles of objects or machinery encroaching on the track. Water level monitoring sensors are used to detect whether there is flooding on the lines during rainy days; Anti-slip monitoring sensors are used to detect whether iron shoes, wheel stops, or anti-slip sleepers are installed on the track, and to detect whether the manual brake is tightened. The protective sign monitoring sensor is used to detect whether the protective sign is upright or down. The mobile derailment monitoring sensor is used to detect whether a mobile derailment device has been installed on the track.

6. A monitoring system for shunting operations on a dedicated railway line according to claim 4 or 5, characterized in that, In the non-centralized area shunting monitoring subsystem, the enterprise server communicates with each sensor and vehicle number identification device via LoRa; the enterprise terminal communicates with the enterprise server via serial port.

7. A monitoring system for shunting operations on a dedicated railway line according to claim 1, characterized in that, The shunting operation auxiliary subsystem includes: a train leader, a pneumatic compressor, an onboard host, an onboard terminal, and a reflector; wherein: The vehicle leader provides positioning and sensing during vehicle dispatching operation; The air pressure sensor is used to sense the air pressure value; The on-board host is used to centrally process the information transmitted back from the vehicle leader and the air compressor, send automatic leveling signaling to the leveling machine controller in the leveling shunting light display subsystem, automatically generate relevant equipment status information and shunting machine status information, and report to the upper-level system through the leveling machine controller. The vehicle-mounted terminal is used to display real-time video of the front and rear of the train, indicate the location and distance of intruding foreign objects, display the distance between the front of the train and the target stopping point, and provide a simple human-machine interface for testing, pulling and anti-slip reporting. Reflectors are divided into two types: fixed and mobile. Fixed reflectors are installed at wheel sensors or end-of-line barriers to allow the vehicle leader to sense the distance between the front of the train and the wheel sensors or end-of-line barriers. Mobile reflectors are deployed at parking points where alignment is required to allow the vehicle leader to sense the location of the alignment parking point.

8. A monitoring system for shunting operations on a dedicated railway line according to claim 7, characterized in that, Each shunting team is equipped with two sets of the aforementioned lead car device, one set used at the downhill end of the train and the other set used at the uphill end. When the locomotive is running alone, the two sets of lead car devices are placed in front of and behind the locomotive respectively for forward and rearward sensing. When the locomotive is pushing the train, the lead car device on the side closest to the train is placed outside the front freight car of the train for forward sensing, forward distance measurement, and test pull sensing. When the locomotive is pulling the train, the lead car device on the side closest to the train is placed outside the rear freight car of the train for rearward sensing and rearward distance measurement.

9. A monitoring system for shunting operations on a dedicated railway line according to claim 7, characterized in that, In the shunting operation auxiliary subsystem, the train leader, air compressor and the on-board host communicate with each other using a 2.4GHz or 5.8GHz wireless frequency, and a 5G interface is reserved. The reflector is a passive device.

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