Control method and device for preventing propelling shunting operation risk

Abstract

The embodiment of the invention discloses a control method and device for preventing the risk of propelling shunting operation, and the method comprises the steps: determining the front end position P1 of a to-be-processed train set and / or the rear end position P2 of the to-be-processed train set based on the state data of a to-be-processed train set running sequence; based on the front end position P1 of the train to be processed, the train leading person position P0 and / or the rear end position P2 of the train to be processed, the longitudinal distance D1 between the train leading person and the train to be processed and / or the distance D2 between the train leading person and the front end of the train to be processed are / is determined; if the longitudinal distance D1 between the vehicle leading person and the to-be-processed train set is smaller than a first preset threshold value, or the distance D2 between the vehicle leading person and the front end of the to-be-processed train set is smaller than a second preset threshold value, the propelling shunting operation corresponding to the to-be-processed train set running sequence has no risk.

Description

Technical Field

[0001] The present specification relates to the fields of computer technology and railway control technology, and in particular to a control method and device for preventing risks in shunting operations. Background Art

[0002] The railway shunting operation process is divided into two categories according to the position of the locomotive in the train: traction shunting operation and push shunting operation. When the locomotive is in front of the train, it is traction shunting operation, and when the locomotive is at the rear of the train, it is push shunting operation.

[0003] Railway shunting and advancing operations are mainly carried out by the shunting team leader and the locomotive crew through communication and mutual control. The equipment used is mainly flat shunting light display equipment. The safety of shunting operations is mainly controlled by strengthening the standardized operation of personnel through the constraints of rules and regulations. The existing method of relying entirely on personnel for shunting and advancing operations, the basis for ensuring the safety of operations is to rely on personnel to perform standardized operations according to regulations. There is a lack of corresponding technical prevention measures for the risks of shunting and advancing operations with no one leading the car and the incorrect leading position. When the leading personnel are negligent, violate regulations, lower operating standards and other human risks, they cannot promptly and effectively discover risks and prevent accidents, which poses a great safety risk.

[0004] Based on this, a control method is needed to prevent the risks of advancing shunting operations. Summary of the invention

[0005] The embodiments of this specification provide a control method and device for preventing the risks of shunting operations, which are used to solve the following technical problems: the existing method of shunting operations that completely rely on personnel relies on personnel to perform standardized operations in accordance with regulations to ensure the safety of the operation. There is a lack of corresponding technical prevention measures for the risks of shunting operations with no one leading the car or the incorrect leading position. When the leading personnel encounter human risks such as carelessness, illegal operations, and lowering of operating standards, it is impossible to promptly and effectively discover the risks and prevent accidents, which poses a great safety risk.

[0006] To solve the above technical problems, the embodiments of this specification are implemented as follows:

[0007] The embodiment of this specification provides a control method for preventing the risk of advancing shunting operations, including:

[0008] Based on the state data of the running sequence of the train to be processed, determine the front position P1 of the train to be processed and / or the rear position P2 of the train to be processed;

[0009] Based on the front end position P1 of the train to be processed, the position P0 of the lead person and / or the rear end position P2 of the train to be processed, determine the longitudinal distance D1 between the lead person and the train to be processed and / or the front end distance D2 between the lead person and the train to be processed;

[0010] If the longitudinal distance D1 between the lead person and the train to be processed is less than a first preset threshold, or the front end distance D2 between the lead person and the train to be processed is less than a second preset threshold, then the shunting operation corresponding to the running sequence of the train to be processed is risk-free.

[0011] The embodiment of this specification also provides a control device for preventing the risk of shunting operation, including:

[0012] A position determination module, which determines the front position P1 of the train to be processed and / or the rear position P2 of the train to be processed based on the state data of the train running sequence to be processed;

[0013] A distance determination module determines a longitudinal distance D1 between the lead person and the train to be processed and / or a distance D2 between the lead person and the front end of the train to be processed based on the front end position P1 of the train to be processed, the position P0 of the lead person and / or the rear end position P2 of the train to be processed;

[0014] Operation risk control module, if the longitudinal distance D1 between the leading personnel and the train to be processed is less than a first preset threshold, or the front end distance D2 between the leading personnel and the train to be processed is less than a second preset threshold, then the shunting operation corresponding to the running sequence of the train to be processed is risk-free.

[0015] The control method for preventing the risk of shunting operations provided in the embodiments of this specification realizes real-time tracking of the position of the train based on the collection of station sections and turnout status, realizes the positioning of the lead personnel in the shunting operation process based on Beidou satellite positioning technology and station electronic map information, and proposes a control method for preventing unmanned shunting operations by logically judging the relationship between the front end position of the shunting train and the position of the lead personnel during the shunting operation. The method can reduce or even avoid the high probability of safety accidents caused by unmanned or inadequate leading of the shunting operation, and does not require changing the existing shunting operation mode. It has good applicability, does not require the participation of operating personnel in the implementation process, minimizes safety hazards caused by human error, and solves the shortcoming that the current operation mode, that shunting operations mainly rely on standardized operations of personnel to ensure safety, is solved. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the embodiments of this specification or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this specification. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0017] Figure 1 A schematic diagram of the system architecture of a control method for preventing the risk of shunting operation provided in an embodiment of this specification;

[0018] Figure 2 A schematic diagram of hardware components for implementing a control method for preventing the risk of shunting operations provided in an embodiment of this specification;

[0019] Figure 3 A flow chart of a control method for preventing the risk of shunting operation provided in an embodiment of this specification;

[0020] Figure 4 A schematic diagram of the position relationship of a vehicle and personnel provided in the embodiments of this specification;

[0021] Figure 5 This is a schematic diagram of the route idle state;

[0022] Figure 6 This is a schematic diagram of the incoming route changing from idle to locked state;

[0023] Figure 7 This is a schematic diagram of the incoming route being locked and changed to occupied state;

[0024] Figure 8 This is a schematic diagram of the incoming route becoming idle from occupied;

[0025] Fig. 9 An embodiment of a control method for preventing the risk of shunting operation provided in the embodiments of this specification;

[0026] Fig.10 A framework diagram of a control method for preventing the risk of shunting operations provided in an embodiment of this specification;

[0027] Fig.11 A schematic diagram of a control device for preventing the risk of shunting operations provided in an embodiment of this specification. DETAILED DESCRIPTION

[0028] In order to enable those skilled in the art to better understand the technical solutions in this specification, the technical solutions in the embodiments of this specification will be clearly and completely described below in conjunction with the drawings in the embodiments of this specification. Obviously, the described embodiments are only part of the embodiments of this application, not all of them. Based on the embodiments of this specification, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of this application.

[0029] Shunting refers to the operation of moving locomotives and rolling stock on the station line or other lines for the purpose of dismantling and marshaling trains, uncoupling, transferring, reorganizing, transferring, picking up and delivering vehicles, and aligning, switching, entering and exiting sections of locomotives. It is one of the basic contents of railway operation.

[0030] During railway shunting operations, when traction shunting is performed, the locomotive crew observes the signals ahead and the obstacles ahead to determine whether the train meets the conditions for travel. When pushing shunting, the crew is far away from the front of the train and cannot observe the signals and obstacles ahead. Therefore, the shunting crew is required to lead the train. The specific method is to climb on the outside of the train to assist in observing the signals and obstacles, and transmit the relevant information to the locomotive crew by sending the horizontal shunting signaling through the flat shunting light display equipment and radio.

[0031] According to the relevant requirements of railway technical regulations, when carrying out shunting and pushing operations, the shunting team leader must take the car from the vehicle in front of the train, and the position of the car should be able to clearly observe the shunting signal status, obstacles and possible risks in front of the train. When confirming that the conditions for the train to move forward are met, the shunting leader uses the shunting light display handheld console to send a permission signal. When it is found that the conditions for moving are not met, the shunting leader uses the flat shunting light display handheld console to send a stop signal. The shunting light display machine controller installed in the driver's cab can receive the flat shunting signal sent by the leader and operate the locomotive according to the signal status. At the same time, the flat shunting light display machine controller is interfaced with the train operation monitoring device (LKJ). When the locomotive crew moves the train without receiving the signal to allow the train to move, or fails to stop in time when receiving the stop signal, the LKJ device can automatically control the locomotive to stop to ensure the safety of the shunting operation. It can accurately record the train operation status, signal equipment status and locomotive crew operating status. The device's screen display shows the line status and operation status ahead in graphics, curves, text and other forms, and automatically takes emergency braking in dangerous situations such as train speeding and overshooting signals to ensure railway transportation safety.

[0032] However, in the daily shunting operation, due to lack of responsibility and irregular operation, shunting personnel often use shunting light display handheld consoles to send shunting signals when they are not in the specified position or even do not lead the train. This is commonly known as "pushing black train" shunting operation. When such a situation occurs, there is a great safety risk because the train leader can no longer play the role of looking out in front of the train. In recent years, there have been many accidents on the railway due to no one leading the train or the incorrect leading position, such as the shunting signal, earth blocking, and collision with obstacles. The existing train control equipment and safety technical prevention measures of the railway cannot effectively prevent the occurrence of such risks, which brings great pressure to the shunting safety management work.

[0033] Shunting light display equipment is a kind of equipment used in railway transportation system, which guides and controls shunting operation through radio signaling signals. The main function of this equipment is to ensure the safety of railway transportation and improve the efficiency of shunting operation. Shunting light display equipment signaling includes many types, such as route opening signaling, route closing signaling, stop signaling, start signaling and reverse signaling, etc. Each signaling has its specific purpose. The handheld station used by the shunting group sends the signaling, the locomotive controller receives the signaling, and the brake interface is established with the main engine of the train operation monitoring device (LKJ), aiming to guide the shunting locomotive to move forward or backward, ensure the safety and smooth progress of shunting operation, and improve the efficiency and safety of shunting operation.

[0034] Based on this, the embodiment of this specification provides a control method to prevent the risk of pushing shunting operations. By collecting the Beidou positioning information of the station section and turnout status and the lead personnel, the relative relationship between the front position of the shunting train and the position of the lead personnel is judged in real time, and then the risk of no one leading the train and the incorrect leading position is judged, and the safety control of shunting operations is achieved through the train operation monitoring device (LKJ). This method effectively supplements the deficiencies of existing shunting technical defense means and proposes a technical solution to prevent the risk of "pushing black trains" shunting operations.

[0035] Figure 1 A schematic diagram of the system architecture of a control method for preventing the risk of shunting operations provided in an embodiment of this specification. Figure 1 As shown, the system architecture 100 may include terminal devices 101, 102, 103, a network 104 and a server 105. The network 104 is used to provide a medium for communication links between the terminal devices 101, 102, 103 and the server 105. The network 104 may include various connection types, such as wired, wireless communication links or optical fiber cables, etc.

[0036] The terminal devices 101, 102, 103 interact with the server 105 via the network 104 to receive or send messages, etc. Various client applications may be installed on the terminal devices 101, 102, 103, such as dedicated programs for controlling methods to prevent risks in shunting operations.

[0037] The terminal devices 101, 102, 103 may be hardware or software. When the terminal devices 101, 102, 103 are hardware, they may be various dedicated or general electronic devices, including but not limited to smart phones, tablet computers, laptop computers, desktop computers, etc. When the terminal devices 101, 102, 103 are software, they may be installed in the electronic devices listed above. They may be implemented as multiple software or software modules (e.g., multiple software or software modules for providing distributed services), or they may be implemented as a single software or software module.

[0038] The server 105 may be a server that provides various services, such as a backend server that provides services for client applications installed on the terminal devices 101, 102, and 103. For example, the server may perform control to prevent the risk of advancing shunting operations, so that the control result of preventing the risk of advancing shunting operations is displayed on the terminal device servers 101, 102, and 103, and the server may also perform control to prevent the risk of advancing shunting operations, so that the control result of preventing the risk of advancing shunting operations is displayed on the terminal devices 101, 102, and 103.

[0039] The server 105 may be hardware or software. When the server 105 is hardware, it may be implemented as a distributed server cluster consisting of multiple servers, or as a single server. When the server 105 is software, it may be implemented as multiple software or software modules (e.g., multiple software or software modules for providing distributed services), or as a single software or software module.

[0040] The control method for preventing the risk of shunting operation provided in the embodiments of this specification is mainly implemented in hardware through ground equipment, vehicle-mounted equipment and personnel positioning terminal. Ground equipment refers to the server and corresponding software installed in the station room; vehicle-mounted equipment refers to the server and corresponding software installed on the locomotive; and personnel positioning terminal refers to various wearable devices such as hand-held radios, bracelets, helmets, etc., which also have the function of Beidou positioning.

[0041] Figure 2A schematic diagram of the hardware composition of a control method for preventing the risk of shunting operation provided in the embodiment of this specification. The ground equipment obtains the idle, locked, occupied information of the section and the turning direction information of the turnout by collecting the status information of the station section and the turnout equipment. At the same time, the ground equipment performs control command logic operations, obtains the vehicle-mounted equipment information, the Beidou satellite positioning information of the personnel positioning terminal, calculates the relative relationship between the operating personnel and the front position of the shunting train, and judges the risk of unmanned leading the train during the shunting operation. The vehicle-mounted equipment collects the locomotive speed and the direction of the handle of the propulsion traction and transmits them to the ground equipment through wireless communication, and interfaces with the locomotive braking system to brake the locomotive when receiving the unmanned leading risk control command sent by the ground equipment. The personnel positioning terminal is worn by the shunting group leader, and is used to transmit the Beidou positioning information of the personnel to the ground control equipment through wireless communication. In a specific embodiment, the vehicle-mounted equipment information includes the speed and direction of the train. Beidou satellite positioning information refers to the longitude and latitude information of Beidou and its differential correction number.

[0042] Figure 3 The following is a flowchart of a control method for preventing the risk of shunting operation provided in the embodiment of this specification. From the program perspective, the execution subject of the process can be a program installed on an application server or application terminal. It can be understood that the method can be executed by any device, equipment, platform, or device cluster with computing and processing capabilities. Figure 3 As shown, the control method includes:

[0043] Step S301: Based on the status data of the running sequence of the train to be processed, determine the front position P1 of the train to be processed and / or the rear position P2 of the train to be processed.

[0044] In the embodiments of the present specification, the train running sequence to be processed refers to the planned running path of the shunting train in the station, that is, the planned running path of the shunting train that needs to be monitored in the station.

[0045] The status data of the train running sequence to be processed includes the status of the section and the switch. Specifically, the section has three states: idle, locked, and occupied, and the switch has two states: positioned and reversed.

[0046] In order to facilitate the understanding of the train running sequence to be processed in the embodiment of this specification and the understanding of the subsequent steps, the following is a brief introduction to the schematic diagram based on the position relationship of vehicles and personnel.

[0047] Figure 4 This is a schematic diagram of the position relationship of the vehicle and personnel provided in the embodiment of this specification. Figure 4 As shown, Figure 2As shown in the figure, the railway line is basically composed of two parts: the section and the turnout. The section (such as 1G) connects the sections in the front and rear directions, and the turnout (such as turnout No. 1) connects the sections in the front and rear directions. According to the different directions of the train, the turnout can be rotated to different positions, thereby forming different section links. Take turnout No. 1 as an example. When the section is positioned, it is represented by 1DG, and when it is reversed, it is represented by (1)DG. A set of digital sequences R composed of sections and turnouts can describe a shunting route, that is, the planned running path of the shunting train in the station. As shown in the figure, the shunting route can be described as R = {1WG, (1)DG, 2G}.

[0048] During normal operation of the station, when the train has no running plan, the sections in the station are all in an idle state. When the train has a running plan, the station attendant operates the route arrangement, and the switches in the arranged route sequence are locked after being turned to the correct position, and then the sections in the sequence are locked. When the train enters the corresponding section, the sections in the sequence are occupied one by one. When the train completely leaves the corresponding section, the sections in the sequence are unlocked one by one.

[0049] Figure 5 This is a schematic diagram of the idle route state. At this time, no trains have entered the yard.

[0050] Continuing with the previous example, Figure 6 The diagram below shows the transition from idle to locked state on the incoming route. Monitor the timing of station sections and turnouts changing from idle to locked state. Figure 6 As shown in the figure, before the train enters the station from outside and prepares to start operation, the station arranges a shunting route from the X9 signal to the XZ2 signal. After the switches in the route are turned to the corresponding positions and the section becomes locked (shown from gray to white in the figure), the route can be described from the beginning to the end as the train running sequence R1 = {9G, 62DG, 60DG, (42 / 44)DG, (40 / 46)DG, 34 / 36DG, 22 / 36WG, 22 / 16DG, 8 / 10DG, 10 / 201WG}, where the length of each section in the sequence needs to be measured and stored.

[0051] In the embodiment of the present specification, the front position P1 of the train to be processed and the rear position P2 of the train to be processed are respectively obtained when the state representation data of the train running sequence to be processed changes from the locked state to the occupied state, and from the occupied state to the idle state. The front position P1 of the train to be processed and the rear position P2 of the train to be processed are the front position and the rear position of the train to be processed in each section, that is, the front position and the rear position are the positions in the same section and cannot cross sections.

[0052] In the embodiment of the present specification, the determining of the front position P1 of the train to be processed and / or the rear position P2 of the train to be processed based on the state data of the train running sequence to be processed specifically includes:

[0053] When the state representation data of the running sequence of the train to be processed changes from a locked state to an occupied state, determining the front end position P1 of the train to be processed;

[0054] and / or

[0055] When the state representation data of the running sequence of the train to be processed changes from an occupied state to an idle state, the rear end position P2 of the train to be processed is determined.

[0056] In the embodiment of the present specification, when the state representation data of the running sequence of the train to be processed changes from the locked state to the occupied state, determining the front end position P1 of the train to be processed specifically includes:

[0057] When the state representation data of the train running sequence changes from the locked state to the occupied state, the coordinates at this moment are defined as the nearest section position coordinates P4 through which the front end of the train to be processed passes;

[0058] Based on the coordinate system corresponding to the nearest section position coordinate P4 passed by the front end of the train to be processed and the running distance L of the train running sequence before entering the next section, the front end position P1 of the train to be processed is determined.

[0059] In the embodiment of this specification, there is a one-to-one correspondence between the running distance and the coordinate system. The determination of the front end position P1 of the train to be processed based on the coordinate system corresponding to the nearest section position coordinate P4 passed by the front end of the train to be processed and the running distance L of the train running sequence before entering the next section specifically includes:

[0060] The running distance L is obtained by accumulating the running distance of the train running sequence within a preset time period;

[0061] Based on the coordinate system corresponding to the travel distance L and the nearest segment position coordinate P4 through which the front end of the train to be processed passes, the front end position P1 of the train to be processed is obtained.

[0062] Continuing with the previous example, Figure 7 This is a schematic diagram of the locked entry route changing to an occupied state; monitor the timing when the state of the section included in the train running sequence R1 changes to an occupied state. Figure 7 As shown in the figure, when the train to be processed starts to move, each section in the train running sequence R1 will change from locked to occupied state one by one (shown from white to red in the figure). iWhen the state of a certain section changes from locked to occupied at time t, it can be considered that the front end of the train to be processed has entered the section, and the front end position of the train to be processed at this time is the starting coordinate P4 of the section. Before the train to be processed enters the next section, while continuing to move in the current section, the moving speed V of the train to be processed at time t is i Accumulate and calculate the distance traveled by the train to be processed at time t The real-time position P1 of the front end of the train to be processed at time t in the section is obtained. In a specific embodiment, the travel distance L of the train to be processed at time t is actually a distance including coordinates, that is, it includes: distance and corresponding coordinate displacement. Therefore, according to the coordinate system corresponding to the travel distance L and the nearest section position coordinate P4 passed by the front end of the train to be processed, the front end position P1 of the train to be processed is obtained, that is, P1 = P4 + L. When the next section in the train running sequence R1 changes from locked to occupied, the measured length of the next section or turnout is retrieved to start calculation, which can eliminate the accumulated error in the distance calculation process.

[0063] The time t is of course chosen to be as short as possible, preferably in real time, so that the data is more accurate. However, in a specific embodiment, the time t should be chosen according to the specific business scenario. In the embodiment of this specification, the time t is chosen to be 20 seconds.

[0064] In the embodiment of the present specification, when the state representation data of the train running sequence changes from an occupied state to an idle state, determining the rear end position P2 of the train to be processed specifically includes:

[0065] When the state representation data of the train running sequence changes from an occupied state to an idle state, the coordinates at this moment are defined as the nearest section position coordinates P5 through which the rear end of the train to be processed passes;

[0066] Based on the position coordinates P5 of the nearest section through which the rear end of the train to be processed passes and the running distance of the train running sequence before entering the next section, the rear end position P2 of the train to be processed is determined.

[0067] Continuing with the previous example, Figure 8 This is a schematic diagram of the incoming route becoming idle. Figure 8 As shown in the figure, when the tail of the train leaves the section and the switch, the status of the section and the switch changes from occupied to idle. Therefore, by monitoring the timing when the section and the switch occupied by the rear end of the train change from occupied to idle, the position P2 of the rear end of the train can be calculated by the same calculation method. When all sections in the train running sequence R1 are executed in the order of "idle→locked→occupied", the vehicle running sequence is completed.

[0068] It should be noted that the aforementioned determination of the front position P1 of the train to be processed and the rear position P2 of the train to be processed are both for the case where the turnout of the train to be processed is in the positioning state. When the turnout of the train to be processed is in the reverse position in the next section, P1 and P2 should be interchanged. That is, the rear position P2 of the train to be processed is used as the front position of the train to be processed, and the front position P1 of the train to be processed is used as the rear position of the train to be processed.

[0069] Step S303: Based on the front end position P1 of the train to be processed, the position P0 of the leader and / or the rear end position P2 of the train to be processed, determine the longitudinal distance D1 between the leader and the train to be processed and / or the front end distance D2 between the leader and the train to be processed.

[0070] In the embodiment of the present specification, the determining of the longitudinal distance D1 of the lead person from the train to be processed and / or the front distance D2 of the lead person from the train to be processed based on the front position P1 of the train to be processed, the position P0 of the lead person, and the rear position P2 of the train to be processed specifically includes:

[0071] Determine the equation of the straight line based on the position coordinates P4 of the nearest section through which the front end of the train to be processed passes and the front end position P1 of the train to be processed;

[0072] Based on the straight line equation, a longitudinal distance D1 between the vehicle leader and the vehicle train to be processed is obtained;

[0073] Based on the longitudinal distance D1 between the lead person and the train to be processed, determine the coordinate P3 of the perpendicular point between the lead person and the train to be processed;

[0074] Based on the coordinates P3 of the lead person from the foot point of the train to be processed and the front end position P1 of the train to be processed, the distance D2 between the lead person and the front end of the train to be processed is determined.

[0075] In the embodiment of this specification, the position P0 of the train leader is determined based on the personnel positioning terminal of the train leader. Since the personnel positioning terminal may have errors, in order to ensure the accuracy of positioning, the position of the train leader determined based on the personnel positioning terminal is matched with the data of the track in the station. Specifically, the position of the train leader determined based on the personnel positioning terminal is matched with the station GIS map data to determine the section where the train leader is located.

[0076] Because the actual track starting point and end point are not straight lines, but are composed of multiple line segments, and the same section can be approximately described by a straight line, so the straight line equation described by the nearest section starting position P4 passed by the front end of the train and the front end position P1 of the train to be processed can reduce the error. In the embodiment of this specification, the expression of the straight line equation is:

[0077] (y4-y1)x+(x1-x4)y+(x4y1-x1y4)=0

[0078] in,

[0079] x1 is the horizontal coordinate of the front position P1 of the train to be processed;

[0080] y1 is the ordinate of the front position P1 of the train to be processed;

[0081] x4 is the horizontal coordinate of the nearest segment position coordinate P4 passed by the front end of the train to be processed;

[0082] y4 is the ordinate of the nearest segment position coordinate P4 passed by the front end of the train to be processed;

[0083] x represents the independent variable of the straight line equation;

[0084] y represents the dependent variable of the straight line equation;

[0085] The longitudinal distance D1 between the lead person and the train to be processed is expressed as:

[0086]

[0087] in,

[0088] x0 is the horizontal coordinate of the position P0 of the driver;

[0089] y0 is the ordinate of the position P0 of the driver;

[0090] x1 is the horizontal coordinate of the front position P1 of the train to be processed;

[0091] y1 is the ordinate of the front position P1 of the train to be processed;

[0092] x4 is the horizontal coordinate of the nearest segment position coordinate P4 passed by the front end of the train to be processed;

[0093] y4 is the ordinate of the nearest segment position coordinate P4 passed by the front end of the train to be processed;

[0094] The coordinate P3 of the leader from the foot point of the train to be processed is:

[0095]

[0096] The expression of the distance D2 between the leading person and the front end of the train to be processed is:

[0097]

[0098] in,

[0099] x1 is the horizontal coordinate of the front position P1 of the train to be processed;

[0100] y1 is the ordinate of the front position P1 of the train to be processed;

[0101] x3 is the horizontal coordinate of the coordinate P3 of the foot point of the train to be processed;

[0102] y3 is the ordinate of the coordinate P3 of the foot point of the train to be processed.

[0103] It should be noted that in the embodiment of this specification, if the longitudinal distance D1 between the lead person and the train to be processed and the front distance D2 between the lead person and the train to be processed can be the average value within a certain period. Specifically, the selection of the certain period can be determined in units of minutes. In one embodiment, the certain period is selected as 2 minutes. Of course, the determination of the certain period can be determined according to the specific business scenario, and is not specifically limited here.

[0104] Step S305: If the longitudinal distance D1 between the lead person and the train to be processed is less than the first preset threshold, or the front end distance D2 between the lead person and the train to be processed is less than the second preset threshold, then the shunting operation corresponding to the running sequence of the train to be processed is risk-free.

[0105] In the embodiment of this specification, the first preset threshold is determined based on the distance between adjacent lines of the railway line;

[0106] The second preset threshold is determined based on the distance between the first two vehicles in the advancing vehicle train.

[0107] In the embodiment of the present specification, the first preset threshold=(the adjacent line spacing) / 2*preset multiple;

[0108] The second preset threshold is the sum of the lengths of the first two vehicles in the advancing vehicle train.

[0109] In the embodiment of this specification, the determination of the preset multiple is related to the error range. In one embodiment, the preset multiple is 0.9. In a specific embodiment, for example, if the distance between adjacent lines is not less than 4.5 meters, it is possible to consider setting the first preset threshold D 1th=2 meters. It should be noted that when determining the first preset threshold, the track gauge of the railway line and the width of the carriage should also be considered. Specifically, the first preset threshold should be (track gauge of the railway line + width of the carriage) / 2.

[0110] The selection of the second preset threshold value should take into account the lengths of the first two vehicles in the train. In a specific embodiment, the lengths of the two vehicles in the train are both 14.3 meters, and the second preset threshold value is 28.6 meters. In another embodiment of the specification, the second preset threshold value is the integer of the sum of the lengths of the first two vehicles in the train.

[0111] Of course, if the longitudinal distance D1 between the lead personnel and the train to be processed is greater than or equal to the first preset threshold, or the front end distance D2 between the lead personnel and the train to be processed is greater than or equal to the second preset threshold, then there is a risk in the shunting operation corresponding to the running sequence of the train to be processed, and a risk warning should be issued at this time.

[0112] In order to further understand the control method for preventing the risk of shunting operation provided by the embodiments of this specification, it will be described below in conjunction with specific embodiments. Fig. 9 This is an embodiment of a control method for preventing the risk of shunting operation provided in the embodiments of this specification. Fig. 9 As shown, the control method includes:

[0113] Step S901: determining the front position P1 of the train to be processed based on the state data of the train running sequence to be processed;

[0114] Step S903: Based on the front end position P1 of the train to be processed and the position P0 of the leader, determine the longitudinal distance D1 between the leader and the train to be processed;

[0115] Step S905: If the longitudinal distance D1 between the train leader and the train to be processed is less than a first preset threshold, then the shunting operation corresponding to the running sequence of the train to be processed is risk-free;

[0116] Step S907: determining the rear end position P2 of the train to be processed based on the state data of the train running sequence to be processed;

[0117] Step S909: Based on the position P0 of the lead person and the rear end position P2 of the train to be processed, determining the distance D2 between the lead person and the front end of the train to be processed;

[0118] Step S911: If the distance D2 between the train leader and the front end of the train to be processed is less than a second preset threshold, then the shunting operation corresponding to the running sequence of the train to be processed is risk-free.

[0119] In order to further understand the control method for preventing the risk of shunting operation provided by the embodiment of this specification, it will be explained below with reference to a specific framework diagram. Fig.10 This is a framework diagram of a control method for preventing the risk of shunting operations provided in the embodiments of this specification. Fig.10 As shown, after receiving the status data of the turnout and the section, when the status data changes from idle to locked, a train running sequence is generated, and when the status data changes from locked to occupied, the front position P1 of the train to be processed and the position P0 of the lead person are calculated to determine the longitudinal distance D1 between the lead person and the train to be processed; if the longitudinal distance D1 between the lead person and the train to be processed is less than the first preset threshold, then the pushing and shunting operation corresponding to the running sequence of the train to be processed is risk-free, otherwise, a risk warning is issued; when the status data changes from locked to idle, the rear position P2 of the train to be processed is calculated; based on the position P0 of the lead person and the rear position P2 of the train to be processed, the front distance D2 between the lead person and the train to be processed is determined; if the front distance D2 between the lead person and the train to be processed is less than the second preset threshold, then the pushing and shunting operation corresponding to the running sequence of the train to be processed is risk-free, otherwise, a risk warning is issued.

[0120] The control method for preventing the risk of shunting operations provided in the embodiments of this specification realizes real-time tracking of the position of the train based on the collection of station sections and turnout status, realizes the positioning of the lead personnel in the shunting operation process based on Beidou satellite positioning technology and station electronic map information, and proposes a control method for preventing unmanned shunting operations by logically judging the relationship between the front end position of the shunting train and the position of the lead personnel during the shunting operation. The method can reduce or even avoid the high probability of safety accidents caused by unmanned or inadequate leading of the shunting operation, and does not require changing the existing shunting operation mode. It has good applicability, does not require the participation of operating personnel in the implementation process, minimizes safety hazards caused by human error, and solves the shortcoming that the current operation mode, that shunting operations mainly rely on standardized operations of personnel to ensure safety, is solved.

[0121] The above content describes in detail a control method for preventing the risk of advancing shunting operations. Correspondingly, this specification also provides a control device for preventing the risk of advancing shunting operations, such as Fig.10 shown. Fig.10 A schematic diagram of a control device for preventing the risk of shunting operation provided in an embodiment of this specification, the control device comprising:

[0122] A position determination module 1001 determines the front position P1 of the train to be processed and / or the rear position P2 of the train to be processed based on the state data of the train running sequence to be processed;

[0123] The distance determination module 1003 determines the longitudinal distance D1 between the lead person and the train to be processed and / or the distance D2 between the lead person and the front end of the train to be processed based on the front end position P1 of the train to be processed, the position P0 of the lead person and / or the rear end position P2 of the train to be processed;

[0124] Operation risk control module 1005, if the longitudinal distance D1 between the lead personnel and the train to be processed is less than a first preset threshold, or the front end distance D2 between the lead personnel and the train to be processed is less than a second preset threshold, then the shunting operation corresponding to the running sequence of the train to be processed is risk-free.

[0125] The above is a description of a specific embodiment of the specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the embodiments and still achieve the desired results. In addition, the processes depicted in the drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0126] Each embodiment in this specification is described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the device, electronic device, and non-volatile computer storage medium embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiments.

[0127] The apparatus, electronic device, non-volatile computer storage medium and method provided in the embodiments of this specification correspond to each other, and therefore, the apparatus, electronic device and non-volatile computer storage medium also have similar beneficial technical effects as the corresponding method. Since the beneficial technical effects of the method have been described in detail above, the beneficial technical effects of the corresponding apparatus, electronic device and non-volatile computer storage medium will not be repeated here.

[0128] In the 1990s, improvements to a technology could be clearly distinguished as hardware improvements (for example, improvements to the circuit structure of diodes, transistors, switches, etc.) or software improvements (improvements to the method flow). However, with the development of technology, many improvements to the method flow today can be regarded as direct improvements to the hardware circuit structure. Designers almost always obtain the corresponding hardware circuit structure by programming the improved method flow into the hardware circuit. Therefore, it cannot be said that an improvement in a method flow cannot be implemented using a hardware entity module. For example, a programmable logic device (PLD) (such as a field programmable gate array (FPGA)) is such an integrated circuit whose logical function is determined by the user's programming of the device. Designers can "integrate" a digital system on a PLD by programming it themselves, without having to ask a chip manufacturer to design and produce a dedicated integrated circuit chip. Moreover, nowadays, instead of manually making integrated circuit chips, this kind of programming is mostly implemented by "logic compiler" software, which is similar to the software compiler used when developing and writing programs, and the original code before compilation must also be written in a specific programming language, which is called hardware description language (HDL). There is not only one HDL, but many kinds, such as ABEL (Advanced Boolean Expression Language), AHDL (Altera Hardware Description Language), Confluence, CUPL (Cornell University Programming Language), HDCal, JHDL (Java Hardware Description Language), Lava, Lola, MyHDL, PALASM, RHDL (Ruby Hardware Description Language), etc. The most commonly used ones are VHDL (Very-High-Speed ​​Integrated Circuit Hardware Description Language) and Verilog. Those skilled in the art should also know that it is only necessary to program the method flow slightly in the above-mentioned hardware description languages ​​and program it into the integrated circuit, and then it is easy to obtain the hardware circuit that implements the logic method flow.

[0129] The controller can be implemented in any appropriate manner, for example, the controller can take the form of a microprocessor or processor and a computer-readable medium storing a computer-readable program code (such as software or firmware) that can be executed by the (micro)processor, a logic gate, a switch, an application-specific integrated circuit (ASIC), a programmable logic controller, and an embedded microcontroller. Examples of controllers include, but are not limited to, the following microcontrollers: ARC 625D, Atmel AT91SAM, Microchip PIC18F26K20, and Silicone Labs C8051F320. The memory controller can also be implemented as part of the control logic of the memory. Those skilled in the art also know that in addition to implementing the controller in a purely computer-readable program code manner, the controller can be implemented in the form of a logic gate, a switch, an application-specific integrated circuit, a programmable logic controller, and an embedded microcontroller by logically programming the method steps. Therefore, this controller can be considered as a hardware component, and the devices included therein for implementing various functions can also be regarded as structures within the hardware component. Or even, the devices for implementing various functions can be regarded as both software modules for implementing the method and structures within the hardware component.

[0130] The systems, devices, modules or units described in the above embodiments may be implemented by computer chips or entities, or by products with certain functions. A typical implementation device is a computer. Specifically, the computer may be, for example, a personal computer, a laptop computer, a cellular phone, a camera phone, a smart phone, a personal digital assistant, a media player, a navigation device, an email device, a game console, a tablet computer, a wearable device, or a combination of any of these devices.

[0131] For the convenience of description, the above devices are described in terms of functions and are divided into various units. Of course, when implementing one or more embodiments of this specification, the functions of each unit can be implemented in the same or multiple software and / or hardware.

[0132] Those skilled in the art will appreciate that the embodiments of this specification may be provided as methods, systems, or computer program products. Therefore, the embodiments of this specification may be in the form of complete hardware embodiments, complete software embodiments, or embodiments in combination with software and hardware. Moreover, the embodiments of this specification may be in the form of a computer program product implemented in one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0133] This specification is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of this specification. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0134] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0135] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0136] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0137] The memory may include non-permanent storage in a computer-readable medium, random access memory (RAM) and / or non-volatile memory in the form of read-only memory (ROM) or flash RAM. The memory is an example of a computer-readable medium.

[0138] Computer readable media include permanent and non-permanent, removable and non-removable media that can be implemented by any method or technology to store information. Information can be computer readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device. As defined herein, computer readable media does not include temporary computer readable media (transitory media), such as modulated data signals and carrier waves.

[0139] It should also be noted that the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, commodity or device. In the absence of more restrictions, the elements defined by the sentence "comprises a ..." do not exclude the existence of other identical elements in the process, method, commodity or device including the elements.

[0140] The specification may be described in the general context of computer-executable instructions executed by a computer, such as program modules. Generally, program modules include routines, programs, objects, components, data structures, etc. that perform specific tasks or implement specific abstract data types. The specification may also be practiced in distributed computing environments where tasks are performed by remote processing devices connected through a communication network. In a distributed computing environment, program modules may be located in local and remote computer storage media including storage devices.

[0141] Each embodiment in this specification is described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0142] The above is only an embodiment of this specification and is not intended to limit the present application. For those skilled in the art, the present application may have various changes and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of the claims of the present application.

Claims

1. A control method for preventing the risk of shunting operation, characterized in that: The control method comprises: Based on the state data of the running sequence of the train to be processed, determine the front position P1 of the train to be processed and / or the rear position P2 of the train to be processed; Based on the front end position P1 of the train to be processed, the position P0 of the lead person and / or the rear end position P2 of the train to be processed, determine the longitudinal distance D1 between the lead person and the train to be processed and / or the front end distance D2 between the lead person and the train to be processed; If the longitudinal distance D1 between the lead person and the train to be processed is less than a first preset threshold, or the front end distance D2 between the lead person and the train to be processed is less than a second preset threshold, then the shunting operation corresponding to the running sequence of the train to be processed is risk-free.

2. The control method according to claim 1, characterized in that: The determining of the front position P1 of the train to be processed and / or the rear position P2 of the train to be processed based on the state data of the train running sequence to be processed specifically includes: When the state representation data of the running sequence of the train to be processed changes from a locked state to an occupied state, determining the front end position P1 of the train to be processed; and / or When the state representation data of the running sequence of the train to be processed changes from an occupied state to an idle state, the rear end position P2 of the train to be processed is determined.

3. The control method according to claim 2, characterized in that: When the state representation data of the running sequence of the train to be processed changes from the locked state to the occupied state, determining the front end position P1 of the train to be processed specifically includes: When the state representation data of the train running sequence changes from the locked state to the occupied state, the coordinates at this moment are defined as the nearest section position coordinates P4 through which the front end of the train to be processed passes; Based on the coordinate system corresponding to the nearest section position coordinate P4 passed by the front end of the train to be processed and the running distance L of the train running sequence before entering the next section, the front end position P1 of the train to be processed is determined.

4. The control method according to claim 3, characterized in that: There is a one-to-one correspondence between the running distance and the coordinate system. The determination of the front end position P1 of the train to be processed based on the coordinate system corresponding to the nearest section position coordinate P4 passed by the front end of the train to be processed and the running distance L of the train running sequence before entering the next section specifically includes: The running distance L is obtained by accumulating the running distance of the train running sequence within a preset time period; Based on the coordinate system corresponding to the travel distance L and the nearest segment position coordinate P4 through which the front end of the train to be processed passes, the front end position P1 of the train to be processed is obtained.

5. The control method according to claim 1, characterized in that: When the state representation data of the train running sequence changes from an occupied state to an idle state, determining the rear end position P2 of the train to be processed specifically includes: When the state representation data of the train running sequence changes from an occupied state to an idle state, the coordinates at this moment are defined as the nearest section position coordinates P5 through which the rear end of the train to be processed passes; Based on the position coordinates P5 of the nearest section through which the rear end of the train to be processed passes and the running distance of the train running sequence before entering the next section, the rear end position P2 of the train to be processed is determined.

6. The control method according to claim 1, characterized in that: The determining of the longitudinal distance D1 between the lead person and the train to be processed and / or the front distance D2 between the lead person and the train to be processed based on the front end position P1 of the train to be processed, the position P0 of the lead person and / or the rear end position P2 of the train to be processed specifically includes: Determine the equation of the straight line based on the position coordinates P4 of the nearest section through which the front end of the train to be processed passes and the front end position P1 of the train to be processed; Based on the straight line equation, a longitudinal distance D1 between the vehicle leader and the vehicle train to be processed is obtained; Based on the longitudinal distance D1 between the lead person and the train to be processed, determine the coordinate P3 of the perpendicular point between the lead person and the train to be processed; Based on the coordinates P3 of the lead person from the foot point of the train to be processed and the front end position P1 of the train to be processed, the distance D2 between the lead person and the front end of the train to be processed is determined.

7. The control method according to claim 6, characterized in that: The expression of the straight line equation is: (y4-y1)x+(x1-x4)y+(x4y1-x1y4)=0 in, x1 is the horizontal coordinate of the front position P1 of the train to be processed; y1 is the ordinate of the front position P1 of the train to be processed; x4 is the horizontal coordinate of the nearest segment position coordinate P4 passed by the front end of the train to be processed; y4 is the ordinate of the nearest segment position coordinate P4 passed by the front end of the train to be processed; x represents the independent variable of the straight line equation; y represents the dependent variable of the straight line equation; The longitudinal distance D1 between the lead person and the train to be processed is expressed as: in, x0 is the horizontal coordinate of the position P0 of the driver; y0 is the ordinate of the position P0 of the driver; x1 is the horizontal coordinate of the front position P1 of the train to be processed; y1 is the ordinate of the front position P1 of the train to be processed; x4 is the horizontal coordinate of the nearest segment position coordinate P4 passed by the front end of the train to be processed; y4 is the ordinate of the nearest segment position coordinate P4 passed by the front end of the train to be processed; The coordinate P3 of the leader from the foot point of the train to be processed is: The expression of the distance D2 between the leading person and the front end of the train to be processed is: in, x1 is the horizontal coordinate of the front position P1 of the train to be processed; y1 is the ordinate of the front position P1 of the train to be processed; x3 is the horizontal coordinate of the coordinate P3 of the foot point of the train to be processed; Y3 is the ordinate of the coordinate P3 of the foot point of the train to be processed.

8. The control method according to claim 1, characterized in that: The first preset threshold is determined based on the distance between adjacent lines of the railway line; The second preset threshold is determined based on the distance between the first two vehicles in the advancing vehicle train.

9. The control method according to claim 8, characterized in that: The first preset threshold=(the adjacent line spacing) / 2*preset multiple; The second preset threshold is the sum of the lengths of the first two vehicles in the advancing vehicle train.

10. A control device for preventing the risk of shunting operation, characterized in that: The control device comprises: A position determination module, which determines the front position P1 of the train to be processed and / or the rear position P2 of the train to be processed based on the state data of the train running sequence to be processed; A distance determination module determines a longitudinal distance D1 between the lead person and the train to be processed and / or a distance D2 between the lead person and the front end of the train to be processed based on the front end position P1 of the train to be processed, the position P0 of the lead person and / or the rear end position P2 of the train to be processed; Operation risk control module, if the longitudinal distance D1 between the leading personnel and the train to be processed is less than a first preset threshold, or the front end distance D2 between the leading personnel and the train to be processed is less than a second preset threshold, then the shunting operation corresponding to the running sequence of the train to be processed is risk-free.

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