A shunting operation method and system based on technical operation charts

Abstract

A shunting operation method and system based on technical operation charts are disclosed. A maintenance dispatcher terminal receives train plans, and a technical operation chart running on the terminal generates a shunting plan based on these plans. A depot duty officer terminal receives the shunting plan from the maintenance dispatcher terminal, and the technical operation chart running on the depot duty officer terminal sends the shunting plan to a shunting server. The technical operation chart running on the depot duty officer terminal and the shunting server work together to complete the shunting operation according to the plan. This invention facilitates the rapid, convenient, and intuitive generation and timely adjustment of plans by depot dispatchers, thereby improving the operational efficiency and quality of the depot, reducing the labor intensity and workload of staff, and better meeting the needs of efficient train operation command in the depot.

Description

Technical Field

[0001] This invention relates to a shunting operation method and system based on technical operation charts. Background Technology

[0002] Developing train operation plans is one of the most common parts of daily operations at EMU depots. Its main purpose is to rationally arrange the dwell times and track changes of EMUs within the depot, ensuring timely entry and exit of trains and guaranteeing smooth EMU transportation. For busy EMU depots, the primary application is to clearly present complex EMU shunting operations in tabular and graphical formats, enabling depot dispatchers and train control personnel to better understand the depot's EMU operations, develop more efficient shunting plans, and improve the depot's maintenance efficiency.

[0003] In the existing CTC (Centralized Traffic Control) 3.0 system, shunting plans mainly rely on station dispatchers to manually compile EMU (Electric Multiple Unit) shunting plans in the CTC 3.0 system based on shunting requirements. There is no good solution for the scenario of EMU depot shunting plan compilation, which is not clear enough and lacks planning. The on-site EMU depot dispatchers still rely on verbal arrangements by telephone and manual management of the conversion of train numbers and train sets to complete the EMU depot shunting operations. This results in low work quality, high workload and low efficiency for EMU depot dispatchers.

[0004] With the development of my country's economy, the density of railway traffic has gradually increased, and the operation of EMU depots in station transportation organization has become increasingly heavy. EMU depot shunting plans are frequently changed, and the existing system functions are facing the following problems:

[0005] 1. The shunting plan of the EMU depot lacks a clear and concise compilation model. The quality and efficiency of the plan compilation depend entirely on the work ability of the personnel, which cannot guarantee the quality of the shunting operation of the EMU depot.

[0006] 2. The frequent adjustments to the train depot's plans have led to increased communication between relevant positions at the station, resulting in high workload and low efficiency.

[0007] The statements herein provide only background information in relation to this invention and do not necessarily constitute prior art. Summary of the Invention

[0008] The purpose of this invention is to provide a shunting operation method and system based on technical operation charts, which facilitates the dispatching and commanding personnel of the EMU depot to quickly, conveniently, and intuitively compile and adjust plans in a timely manner, thereby improving the operational efficiency and quality of the EMU depot, reducing the labor intensity and workload of the staff, and better meeting the needs of the EMU depot for efficient train operation command.

[0009] To achieve the above objectives, the present invention provides a shunting operation method based on a technical operation chart, comprising:

[0010] The maintenance dispatcher terminal receives train plans, and the technical operation charts running on the maintenance dispatcher terminal are used to compile shunting plans based on the train plans.

[0011] The EMU depot operator terminal receives shunting plans from the maintenance dispatcher terminal, and the technical operation charts running on the EMU depot operator terminal send the shunting plans to the shunting server.

[0012] The technical operation charts running on the EMU depot operator's terminal are linked with the shunting server to complete shunting operations according to the shunting plan.

[0013] The method for compiling shunting plans based on train schedules using the technical operation charts includes:

[0014] Train schedules are entered into technical operation charts running on the maintenance dispatcher's terminal. The train schedule includes: train number, arrival time, arrival track, departure time, departure track, and passenger / freight attributes.

[0015] According to the train number in the train plan in the technical operation chart, the vehicle shunting demand information corresponding to the train number is entered into the technical operation chart. The vehicle shunting demand information includes: train type, train number, formation type, entry / exit track and time, whether it passes through the tread surface, and whether there is car washing operation information.

[0016] The technical operation chart generates a shunting plan based on the train schedule and the vehicle shunting demand information. The shunting plan includes the time when a train arrives at a certain track and the time when it leaves the track. The track includes at least: arrival track, departure track, outbound track, and inbound track.

[0017] Conflicts in the shunting plan in the technical operation chart are detected, and the shunting plan is converted into the time and space occupancy of the track. If multiple trains occupy the same track within the same time range, a conflict is considered to exist. The track is modified or the start and end times of the track occupancy are modified to ensure that there is no time and space overlap between the tracks occupied by the two trains.

[0018] The technical operation charts running on the maintenance dispatcher terminal are used to create, delete, insert, and clear shunting plans. The arrival / departure time, direction of travel, and track occupancy time of trains can be viewed through the display interface of the technical operation charts.

[0019] The train plans include both those issued by the central dispatcher's terminal and those added by the depot's duty officer's terminal.

[0020] The train schedule includes the originating train schedule and the terminating train schedule.

[0021] When the EMU depot duty officer receives the shunting plan from the maintenance dispatcher's terminal, if the EMU depot duty officer's terminal finds an error in the shunting plan, it will refuse to sign off on the shunting plan and stop executing the current shunting operation.

[0022] If a train plan exists in the depot operator's terminal, the technical operation chart running on the depot operator's terminal will automatically connect the train plan line and the shunting plan line according to the train number and time sequence before sending the shunting plan to the shunting server.

[0023] Only after the train has arrived at the depot will the technical operation chart running on the depot operator's terminal send the shunting plan corresponding to that train to the shunting server.

[0024] The method for completing shunting operations according to the shunting plan includes:

[0025] The shunting server generates a shunting operation order based on the shunting plan and forwards the shunting operation order to the signalman's terminal. The shunting operation order includes the train number and the corresponding train group number and track.

[0026] The signalman's terminal calculates and generates the shunting route based on the shunting operation order;

[0027] For the generated shunting route, the station's automated control system completes the shunting operation by tracking the train number.

[0028] If the signalman terminal determines that there is no shunting route, it will refuse to generate a shunting route and stop the current shunting operation.

[0029] Different markers are used in the technical operation chart to distinguish between completed shunting plans and incomplete shunting plans.

[0030] The processing of shunting routes still requires a safety check by the existing centralized dispatching system. If the check fails, the processing will fail; only if the check passes will the processing be successful, and only after the check passes can the shunting operation be completed.

[0031] This invention also provides a shunting operation system for implementing the aforementioned shunting operation method based on technical operation charts. The shunting operation system includes: a maintenance dispatcher terminal, a depot duty officer terminal, a shunting server, a signalman terminal, and a central dispatcher terminal. The technical operation charts running on the maintenance dispatcher terminal generate shunting plans based on train schedules and send them to the depot duty officer terminal. The technical operation charts running on the depot duty officer terminal establish the connection between train schedules and shunting plans and send the shunting plans to the shunting server. The shunting server is used to convert the shunting plans into shunting operation orders. The signalman terminal is used to calculate and generate shunting routes based on the shunting operation orders. The central dispatcher terminal is used to send train schedules to the maintenance dispatcher terminal.

[0032] The present invention has the following beneficial effects:

[0033] 1. By utilizing the existing centralized dispatching system and adding new technical operation charts to compile shunting plans, it is possible to more effectively compile shunting operations at EMU depots and dynamically generate shunting route sequences, making it easier and more intuitive for EMU depots to manage their shunting plans.

[0034] 2. The shunting plan of the EMU depot is compiled directly in tabular form, which is more direct and convenient than the existing model. It also allows for an intuitive understanding of the current EMU depot shunting plan, thereby improving the operational efficiency and quality of EMU depot shunting.

[0035] 3. Issuing shunting plans through charts and graphs can more intuitively show the relationship between train plans and shunting plans. Compared with the existing model, it increases the linkage between multiple positions, improves the work efficiency of station staff, and reduces their workload.

[0036] 4. By presenting real CTC data and information based on the station in tables, the frequency of erroneous shunting schedules is significantly reduced. Attached Figure Description

[0037] Figure 1 This is a flowchart of a shunting operation method based on a technical operation chart provided by the present invention.

[0038] Figure 2 This is a schematic diagram of a shunting operation system based on technical operation charts provided by the present invention. Detailed Implementation

[0039] The following is based on Figures 1-2 The preferred embodiments of the present invention will be described in detail below.

[0040] like Figure 1 As shown, the present invention provides a shunting operation method based on a technical operation chart, comprising the following steps:

[0041] Step S1: The maintenance dispatcher terminal receives the train plan, and the technical operation charts running on the maintenance dispatcher terminal are used to compile a shunting plan based on the train plan.

[0042] The maintenance dispatcher can edit the generated shunting plan and use the technical operation charts running on the maintenance dispatcher terminal to create, delete, insert, and clear the shunting plan; the display interface of the technical operation charts can view the train's arrival / departure time, direction of travel and destination, and track occupancy time information.

[0043] Step S1.1: Enter the train schedule into the technical operation chart on the maintenance dispatcher's terminal.

[0044] The train plan includes both train plans issued by the central dispatcher terminal and train plans added by the depot duty officer terminal. The train plan includes: train number, arrival time, arrival track, departure time, departure track, and passenger / freight attributes. The train plan only includes originating train plans and terminating train plans. Only these two types of train plans may involve shunting.

[0045] Step S1.2: Based on the train number in the train plan in the technical operation chart, the maintenance dispatcher enters the vehicle shunting requirement information corresponding to the train number into the technical operation chart, and generates a shunting plan based on the train plan and the vehicle shunting requirement information.

[0046] The vehicle shunting request information includes: train type, train number, formation type, entry / exit track and time, whether it passes through a tread surface, and whether there is a car wash operation.

[0047] The shunting plan includes the time when a train arrives at a certain track (space) and the time when it leaves that track; the track includes: arrival track, departure track, outbound track, and inbound track, etc.

[0048] Step S1.3: Check and modify the conflict items in the shunting plan in the technical operation chart;

[0049] The shunting plan is converted into the time and space occupancy of the track. If multiple trains occupy the same track within the same time frame, it is considered a conflict.

[0050] In the event of a conflict, the maintenance dispatcher can manually modify the track or the start and end times of track occupancy to ensure that there is no temporal or spatial overlap between the tracks occupied by the two trains.

[0051] Step S1.4: Send one or more shunting plans to the EMU depot duty officer terminal.

[0052] Step S2: The EMU depot operator terminal receives the shunting plan from the maintenance dispatcher terminal, and the technical operation chart running on the EMU depot operator terminal prepares to send the shunting plan to the shunting server.

[0053] Step S2.1: The EMU depot duty officer terminal receives the shunting plan from the maintenance dispatcher terminal. The EMU depot duty officer terminal determines whether to sign the shunting plan. If it is signed, proceed to step S2.2. If it is not signed, end the process.

[0054] Only after the shunting plan is signed off will a corresponding shunting work order be generated. The decision to sign off on the shunting plan is based on the on-site work situation. If there is an error in the shunting plan, the EMU depot duty officer may refuse to sign off on the issued shunting plan after communicating with the maintenance dispatcher.

[0055] Step S2.2: The depot duty officer terminal determines whether there is a train plan (the train plan can be either a train plan issued by the central dispatcher terminal or a train plan added by the depot duty officer terminal). If yes, proceed to step S2.3; otherwise, proceed to step S3.

[0056] In actual operation, train schedules are generally issued only for the next 3 hours, but shunting schedules are prepared in advance, usually for the next 24 to 48 hours. Therefore, when preparing a shunting schedule, no train schedules may have been issued yet.

[0057] Step S2.3: The technical operation chart running on the EMU depot operator's terminal automatically connects the train planning line and the shunting planning line, and then proceeds to step S3.

[0058] Train planning lines and shunting planning lines are two different types of plans, both displayed independently as lines. Both train planning lines and shunting planning lines contain train number information and are grouped by train number, then sorted according to time sequence. When displayed, all line segments are connected into a single line to intuitively show the relationship between trains and shunting.

[0059] Step S3: The EMU depot operator's terminal sends the shunting plan to the shunting server. The technical operation chart running on the EMU depot operator's terminal is linked with the shunting server to complete the shunting operation according to the shunting plan.

[0060] In the technical work chart, completed shunting plans are marked in blue, and incomplete shunting plans are marked in gray.

[0061] Step S3.1: The depot operator's terminal determines whether the train has arrived at the depot. If the train has arrived at the depot, the corresponding shunting plan is sent to the shunting server. If the train has not arrived at the depot, the shunting plan is not sent.

[0062] Step S3.2: The shunting server generates a shunting operation order based on the shunting plan and forwards the shunting operation order to the signalman's terminal.

[0063] The shunting operation order includes the train number and the corresponding train set number and track.

[0064] Step S3.3: The signalman terminal determines whether there is a relevant shunting route (the shunting route is the track path that the train needs to pass through during shunting operations). If there is, proceed to step S3.4; otherwise, end the process.

[0065] Step S3.4: The signalman's terminal calculates and generates the shunting route based on the shunting operation order.

[0066] Step S3.5: For the generated shunting route, the station's automatic control system completes the shunting operation by tracking the train number.

[0067] The processing of shunting routes still requires a safety check by the existing centralized dispatching system. If the check fails, the processing will fail; only if the check passes can the processing be successful. Only after the check passes can the shunting operation at the EMU depot be completed.

[0068] like Figure 2 As shown, the present invention also provides a shunting operation system, comprising: a maintenance dispatcher terminal 1, a depot duty officer terminal 2, a shunting server 3, a signalman terminal 4, and a central dispatcher terminal 5. The technical operation charts running on the maintenance dispatcher terminal 1 generate shunting plans based on train schedules and send them to the depot duty officer terminal 2. The technical operation charts running on the depot duty officer terminal 2 establish the connection between train schedules and shunting plans and send the shunting plans to the shunting server 3. The shunting server 3 is used to convert the shunting plans into shunting work orders. The signalman terminal 4 is used to calculate and generate shunting routes based on the shunting work orders. The central dispatcher terminal 5 is used to send train schedules to the maintenance dispatcher terminal 1.

[0069] This invention enables EMU depot dispatchers to quickly, conveniently, and intuitively create and adjust plans in a timely manner, thereby improving the operational efficiency and quality of the EMU depot, reducing the labor intensity and workload of staff, and better meeting the needs of the EMU depot for efficient train operation.

[0070] It should be noted that, in the embodiments of the present invention, the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing the embodiments. They do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0071] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0072] It should be understood that, when used in this specification and the appended claims, the term "comprising" indicates the presence of the described feature, integral, step, operation, element and / or component, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or collections thereof.

[0073] It should also be understood that the terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the scope of the application. As used in this specification and the appended claims, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise.

[0074] It should also be further understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0075] As used in this specification and the appended claims, the term "if" may be interpreted, depending on the context, as "when," "once," "in response to determination," or "in response to detection." Similarly, the phrases "if determined" or "if [described condition or event] is detected" may be interpreted, depending on the context, as "once determined," "in response to determination," "once [described condition or event] is detected," or "in response to detection of [described condition or event]."

[0076] Although the present invention has been described in detail through the preferred embodiments above, it should be understood that the above description should not be considered as a limitation of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of the present invention. After reading the above content, various modifications and substitutions to the present invention will be obvious to those skilled in the art. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A shunting operation method based on technical operation charts, characterized in that, Include: The maintenance dispatcher terminal receives train plans, and the technical operation charts running on the maintenance dispatcher terminal are used to compile shunting plans based on the train plans. The EMU depot operator terminal receives shunting plans from the maintenance dispatcher terminal, and the technical operation charts running on the EMU depot operator terminal send the shunting plans to the shunting server. The technical operation charts running on the EMU depot operator's terminal are linked with the shunting server to complete shunting operations according to the shunting plan; The method for compiling shunting plans based on train schedules using the technical operation charts includes: Train schedules are entered into technical operation charts running on the maintenance dispatcher's terminal. The train schedule includes: train number, arrival time, arrival track, departure time, departure track, and passenger / freight attributes. According to the train number in the train plan in the technical operation chart, the vehicle shunting demand information corresponding to the train number is entered into the technical operation chart. The vehicle shunting demand information includes: train type, train number, formation type, entry / exit track and time, whether it passes through the tread surface, and whether there is car washing operation information. The technical operation chart generates a shunting plan based on the train schedule and the vehicle shunting demand information. The shunting plan includes the time when a train arrives at a certain track and the time when it leaves the track. The track includes at least: arrival track, departure track, outbound track, and inbound track.

2. The shunting operation method based on technical operation charts as described in claim 1, characterized in that, Conflicts in the shunting plan in the technical operation chart are detected, and the shunting plan is converted into the time and space occupancy of the track. If multiple trains occupy the same track within the same time range, a conflict is considered to exist. The track is modified or the start and end times of the track occupancy are modified to ensure that there is no time and space overlap between the tracks occupied by the two trains.

3. The shunting operation method based on technical operation charts as described in claim 2, characterized in that, The technical operation charts running on the maintenance dispatcher terminal are used to create, delete, insert, and clear shunting plans. The arrival / departure time, direction of travel, and track occupancy time of trains can be viewed through the display interface of the technical operation charts.

4. The shunting operation method based on technical operation charts as described in claim 1, characterized in that, The train plans include both those issued by the central dispatcher's terminal and those added by the depot's duty officer's terminal. The train schedule includes the originating train schedule and the terminating train schedule.

5. The shunting operation method based on technical operation charts as described in claim 1, characterized in that, When the EMU depot duty officer receives the shunting plan from the maintenance dispatcher's terminal, if the EMU depot duty officer's terminal finds an error in the shunting plan, it will refuse to sign off on the shunting plan and stop executing the current shunting operation.

6. The shunting operation method based on technical operation charts as described in claim 4, characterized in that, If a train plan exists in the depot operator's terminal, the technical operation chart running on the depot operator's terminal will automatically connect the train plan line and the shunting plan line according to the train number and time sequence before sending the shunting plan to the shunting server.

7. The shunting operation method based on technical operation charts as described in claim 1, characterized in that, Only after the train has arrived at the depot will the technical operation chart running on the depot operator's terminal send the shunting plan corresponding to that train to the shunting server.

8. The shunting operation method based on technical operation charts as described in claim 7, characterized in that, The method for completing shunting operations according to the shunting plan includes: The shunting server generates a shunting operation order based on the shunting plan and forwards the shunting operation order to the signalman's terminal. The shunting operation order includes the train number and the corresponding train group number and track. The signalman's terminal calculates and generates the shunting route based on the shunting operation order; For the generated shunting route, the station's automated control system completes the shunting operation by tracking the train number.

9. The shunting operation method based on technical operation charts as described in claim 8, characterized in that, If the signalman terminal determines that there is no shunting route, it will refuse to generate a shunting route and stop the current shunting operation.

10. The shunting operation method based on technical operation charts as described in claim 1, characterized in that, Different markers are used in the technical operation chart to distinguish between completed shunting plans and incomplete shunting plans.

11. The shunting operation method based on technical operation charts as described in claim 1, characterized in that, The processing of shunting routes still requires a safety check by the existing centralized dispatching system. If the check fails, the processing will fail; only if the check passes will the processing be successful, and only after the check passes can the shunting operation be completed.

12. A shunting operation system for implementing the shunting operation method based on technical operation charts as described in any one of claims 1-11, characterized in that, The shunting operation system includes: a maintenance dispatcher terminal, a depot duty officer terminal, a shunting server, a signalman terminal, and a central dispatcher terminal. The technical operation charts running on the maintenance dispatcher terminal generate shunting plans based on the train schedule and send them to the depot duty officer terminal. The technical operation charts running on the depot duty officer terminal realize the connection between the train schedule and the shunting plan and send the shunting plan to the shunting server. The shunting server is used to convert the shunting plan into a shunting work order. The signalman terminal is used to calculate and generate shunting routes based on the shunting work order. The central dispatcher terminal is used to send the train schedule to the maintenance dispatcher terminal.

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