A control method and device for preventing risks in shunting operations

Abstract

The embodiments of this specification disclose a control method and device for preventing the risk of advancing shunting operations, including: determining 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 status data of the train running sequence to be processed; determining 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 / or the rear position P2 of the train to be processed; if the longitudinal distance D1 of the lead person from the train to be processed is less than a first preset threshold, or the distance D2 of the lead person from the front end of the train to be processed is less than a second preset threshold, then the advancing shunting operation corresponding to the train running sequence to be processed is risk-free.

Description

Technical Field

[0001] This 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] Railway shunting operations are divided into two categories, namely traction shunting and push shunting, depending on the position of the locomotive in the train. Pull shunting occurs when the locomotive is at the front of the train, while push shunting occurs when the locomotive is at the rear of the train.

[0003] Railway shunting operations are primarily conducted through communication and mutual control between the shunting team's lead personnel and locomotive crews. The equipment used primarily consists of flat shunting light and display equipment. Regulations and rules are enforced to strengthen personnel's standardized operations and achieve safe shunting operations. The existing method of relying entirely on personnel for shunting operations relies on personnel performing standardized operations according to regulations to ensure operational safety. There are no corresponding technical preventative measures for the risks of shunting operations involving no one leading the locomotive or incorrectly leading the locomotive. When locomotive leaders encounter human risks due to carelessness, illegal operations, or lowered operating standards, risks cannot be promptly and effectively identified and prevented, posing a significant safety risk.

[0004] Based on this, a control method is needed to prevent the risks of 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 relying entirely on personnel to perform shunting operations, the basis for ensuring the safety of operations is to rely on personnel to perform standardized operations according to regulations, and there are no 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 timely and effectively discover the risks and prevent accidents, which poses a huge 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 risks in shunting operations, including:

[0008] 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 state data of the train running sequence to be processed;

[0009] Determine 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;

[0010] If the longitudinal distance D1 between the leading person and the train to be processed is less than a first preset threshold, or the distance D2 between the leading person 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.

[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, which 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] The operation risk control module determines that if the longitudinal distance D1 between the leading personnel and the train to be processed is less than a first preset threshold, or the distance D2 between the leading personnel 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.

[0015] The control method for preventing risks of shunting operations provided in the embodiments of this specification realizes real-time tracking of the train position based on the collection of station sections and switch status, realizes positioning of the train leader during the shunting operation based on Beidou satellite positioning technology and station electronic map information, and proposes a control method for preventing unmanned shunting operations during the shunting operation by logically judging the relationship between the front position of the shunting train and the position of the train leader during the shunting operation. The method can reduce or even avoid the high probability of safety accidents caused by shunting operations due to unmanned or inadequate train leadership, without changing the existing shunting operation mode, and has good applicability. The implementation process does not require the participation of operating personnel, which minimizes safety hazards caused by human error and solves the shortcoming that the safety of shunting operations under the existing operation mode mainly relies on standardized personnel operations to ensure safety. 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 following briefly introduces the drawings required for use in the embodiments or the description of the prior art. 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 any creative labor.

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

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

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

[0020] Figure 4 A schematic diagram of the position relationship between the vehicle and the 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 then changed to occupied state;

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

[0025] Figure 9 An embodiment of a control method for preventing risks of shunting operations provided in the embodiments of this specification;

[0026] Figure 10 A framework diagram of a control method for preventing risks in shunting operations provided in an embodiment of this specification;

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

[0028] In order to help those skilled in the art 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 embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments of this specification, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of this application.

[0029] Shunting refers to all purposeful movements of rolling stock during railway transportation, beyond train arrival, departure, and transit at stations, and within sections. Shunting involves the movement of rolling stock on station lines or other lines for purposes such as train formation, uncoupling, transfer, reassembly, transfer, and delivery, as well as locomotive alignment, line switching, and entry and exit of sections. It is a fundamental aspect of railway operations.

[0030] During railway shunting operations, the locomotive crew monitors the signals and obstacles ahead to determine whether the train meets the conditions for proceeding. During push shunting operations, the crew is far away from 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 signals and obstacles. The relevant information is transmitted to the locomotive crew by radio through the flat shunting light display equipment and the flat shunting signaling.

[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 on the vehicle in front of the train. 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 permission signal to move the train, or fails to stop the train in time after receiving the stop signal, the LKJ device can automatically control the locomotive to stop, ensuring 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 when dangerous situations such as train speeding and overshooting signals occur, ensuring railway transportation safety.

[0032] However, during routine shunting operations, shunting personnel often use shunting light display handheld devices to send shunting signals without being in the designated position or even without a train due to a lack of responsibility or non-standard operations. This is commonly known as "pushing black trains" shunting operations. When this happens, the train personnel are no longer able to perform their normal role of looking out ahead of the train, posing a significant safety risk. In recent years, the railway has experienced numerous accidents involving shunting trains running into signals, earth barriers, and obstacles due to lack of a train leader or incorrect train leader positions. The railway's existing train control equipment and safety technical prevention measures are currently unable to effectively prevent such risks, placing significant pressure on shunting safety management.

[0033] Shunting lighting equipment is a device used in railway transportation systems that guides and controls shunting operations through radio signaling. The primary function of this equipment is to ensure railway transportation safety and improve the efficiency of shunting operations. Shunting lighting equipment signaling includes various types, such as route opening, route closing, stop, start, and reverse signals. Each signaling type has a specific purpose. Signaling is transmitted by a handheld console used by the shunting crew, and the locomotive controller receives the signaling and establishes a braking interface with the main train operation monitoring system (LKJ). This function is to guide the shunting locomotive forward or backward, ensuring the safety and smoothness of shunting operations and improving the efficiency and safety of shunting operations.

[0034] Based on this, the embodiments of this specification provide a control method for preventing the risks of pushing shunting operations. By collecting Beidou positioning information from station sections and turnout status, as well as the leader's position, the method determines the relative position between the front end of the shunting train and the leader's position in real time. This in turn determines the risks of no one leading the train or incorrectly leading the train position. The method also implements safety control of shunting operations through a train operation monitoring device (LKJ). This method effectively supplements the shortcomings of existing shunting technical prevention measures and proposes a technical solution to prevent the risks of "pushing black trains" in shunting operations.

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

[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] Terminal devices 101, 102, and 103 can be hardware or software. When terminal devices 101, 102, and 103 are hardware, they can be various dedicated or general-purpose electronic devices, including but not limited to smartphones, tablet computers, laptop computers, and desktop computers. When terminal devices 101, 102, and 103 are software, they can be installed in the electronic devices listed above. They can be implemented as multiple software or software modules (for example, multiple software or software modules used to provide distributed services), or they can be implemented as a single software or software module.

[0038] The server 105 may be a server that provides various services, such as a back-end 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 devices 101, 102, and 103. 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 programs or software modules (e.g., multiple software programs or software modules for providing distributed services), or as a single software program or software module.

[0040] The hardware implementation of the control method for preventing shunting operation risks provided in the embodiments of this specification is primarily achieved through ground equipment, onboard equipment, and personnel positioning terminals. Ground equipment refers to servers and corresponding software installed indoors at stations; onboard equipment refers to servers and corresponding software installed on locomotives; and personnel positioning terminals refer to various wearable devices, such as handheld radios, wristbands, and helmets, that also possess Beidou positioning capabilities.

[0041] Figure 2This is a schematic diagram of the hardware components for implementing a control method for preventing risks in shunting operations, as provided in an embodiment of this specification. Ground equipment collects status information on station sections and turnout equipment to determine whether a section is idle, locked, or occupied, as well as the direction of the turnout. Simultaneously, the ground equipment performs logical operations on control commands. By acquiring information from onboard equipment and Beidou satellite positioning information from the personnel positioning terminal, it calculates the relative position between the operator and the front end of the shunting train, and determines the risk of unmanned operation during shunting operations. The onboard equipment collects locomotive speed and the direction of the propulsion handle and transmits them to the ground equipment via wireless communication. It then interfaces with the locomotive's braking system and brakes the locomotive upon receiving a control command for unmanned operation from the ground equipment. The personnel positioning terminal, worn by the shunting team's lead personnel, transmits their Beidou positioning information to the ground control equipment via wireless communication. In a specific embodiment, the onboard equipment information includes the speed and direction of the train. Beidou satellite positioning information refers to Beidou's longitude and latitude information and its differential corrections.

[0042] Figure 3 This is a flow chart of a control method for preventing the risk of shunting operations provided by an embodiment of this specification. From a 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 this method can be executed by any device, equipment, platform, or equipment cluster with computing and processing capabilities. Figure 3 As shown, the control method includes:

[0043] Step S301: Based on the status data of the train running sequence 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 embodiment of this 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 understanding of the train movement sequence to be processed in the embodiments of this specification and understanding of subsequent steps, a schematic diagram based on the position relationship of vehicles and personnel is briefly introduced below.

[0047] Figure 4 This is a schematic diagram of the position relationship between the vehicle and the personnel provided in the embodiment of this specification. Figure 4 As shown, Figure 2As shown in Figure 1, a railway line is basically composed of two parts: sections and switches. Sections (such as 1G) connect sections in two directions, and switches (such as switch No. 1) connect sections in three directions. Depending on the direction of the train, the switch can be rotated to different positions, thus forming different section links. For example, switch No. 1 is represented by 1DG when it is positioned and (1)DG when it is reversed. A set of numerical sequences R consisting of sections and switches can describe a shunting route, that is, the planned route of the shunting train within the station. As shown in the figure, the shunting route can be described as R = {1WG, (1)DG, 2G}.

[0048] During normal station operation, when a train has no scheduled movement, all sections within the station are idle. When a train has a scheduled movement, the station attendant arranges the routes. After the switches in the arranged route sequence are moved to the correct position, they are locked, and the sections in the sequence are subsequently locked. When a train enters the corresponding section, the sections in the sequence are successively occupied. When the train completely leaves the corresponding section, the sections in the sequence are successively unlocked.

[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 time when the incoming route changes from idle to locked state. Monitor the timing when the station section and turnout change 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 beginning to 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 embodiments of this specification, the front position P1 of the train to be processed and the rear position P2 of the train to be processed are obtained when the state representation data of the train's running sequence changes from a locked state to an occupied state and from an occupied state to an idle state, respectively. The front position P1 and the rear position P2 of the train to be processed are the front position and rear position of the train to be processed within each section. That is, the front position and rear position are within the same section and cannot cross sections.

[0052] In the embodiment of the present specification, determining 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 train running sequence 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 this specification, when the state representation data of the train running sequence 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 coordinates P4 of the nearest section position passed by the front end of the train to be processed;

[0058] The front end position P1 of the train to be processed is determined 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 distance L traveled by the train sequence before entering the next section.

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

[0060] Accumulating the travel distance of the train sequence within a preset time period to obtain the travel distance L;

[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 state of the route locked and changed to occupied state; monitor the timing of the state of the section included in the train running sequence R1 changing to 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 (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 position of the front end of the train to be processed at this time is the starting coordinate P4 of the section. When the train to be processed continues to move in the current section before entering the next section, the moving speed V 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 distance L traveled by the train to be processed at time t is actually a distance containing coordinates, that is, a distance and a corresponding coordinate displacement. Therefore, the position P1 of the front end of the train to be processed is obtained based on the coordinate system corresponding to the travel distance L and the position coordinate P4 of the nearest section through which the front end of the train to be processed passed, that is, P1 = P4 + L. When the next section in the train sequence R1 changes from locked to occupied, the measured length of the next section or switch is retrieved and calculated to eliminate accumulated errors in the distance calculation process.

[0063] The selection of time t is of course that the shorter the time interval is, the better. It is best to be able to collect data in real time and the data is more accurate. However, in a specific embodiment, the selection of time t should be based on the specific business scenario. In the embodiment of this specification, time t is selected as 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 occupied state to idle state, the coordinates at this moment are defined as the coordinates P5 of the nearest section position passed by the rear end of the train to be processed;

[0066] The rear end position P2 of the train to be processed is determined based on the position coordinate P5 of the nearest section passed by the rear end of the train to be processed and the distance traveled by the train sequence before entering the next section.

[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 rear of the train leaves a section and switch, the status of the section and switch changes from occupied to idle. By monitoring the timing when the section and switch occupied by the rear end of the train change from occupied to idle, the rear end position P2 of the train can be calculated using the same calculation method. When all sections in the train travel sequence R1 have been executed in the order of "idle → locked → occupied", the train travel sequence is completed.

[0068] It should be noted that the aforementioned determination of the front position P1 and the rear position P2 of the train to be processed is based on the situation where the switch of the train to be processed is in the positioned state. If the switch of the train to be processed is in the reversed state in the next section, P1 and P2 should be swapped. 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 position P1 of the train to be processed, the position P0 of the lead person and / or the rear 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 distance D2 between the lead person and the front end of the train to be processed.

[0070] In the embodiment of this specification, the determining of 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 the rear end 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 lead person and the train to be processed is obtained;

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

[0074] Based on the coordinates P3 of the lead person from the perpendicular 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 this embodiment, the lead person's position P0 is determined based on the lead person's positioning terminal. Because positioning terminals may contain errors, to ensure positioning accuracy, the lead person's position, determined by the positioning terminal, is matched with the station's track data. Specifically, the lead person's position, determined by the positioning terminal, is matched with the station's GIS map data to determine the lead person's location.

[0076] Because the actual track's starting and ending points are not straight lines but rather composed of multiple line segments, and the same segment can be approximately described by a straight line, using the equation of the line between the nearest segment 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 errors. 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 vertical coordinate 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 linear 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 vertical coordinate 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 lead person from the vertical foot point of the train to be processed is:

[0095]

[0096] The distance D2 between the lead person and the front end of the train to be processed is expressed as:

[0097]

[0098] in,

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

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

[0101] x3 is the horizontal coordinate of the coordinate P3 of the vertical 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 embodiments of this specification, the longitudinal distance D1 between the lead vehicle and the train to be processed and the distance D2 between the lead vehicle and the front end of the train to be processed can be averaged over a certain period. Specifically, the certain period can be determined in minutes. In one embodiment, the certain period is set to 2 minutes. Of course, the determination of the certain period can be determined based on the specific business scenario and is not specifically limited here.

[0104] Step S305: If the longitudinal distance D1 between the leading person and the train to be processed is less than a first preset threshold, or the distance D2 between the leading person 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.

[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 this 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, 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 taken into account. Specifically, the first preset threshold should be (track gauge of the railway line + width of the carriage) / 2.

[0110] The second preset threshold should be selected based on the lengths of the first two vehicles in the train. In one specific embodiment, the lengths of both vehicles in the train are 14.3 meters, and the second preset threshold is 28.6 meters. In another embodiment of the present specification, the second preset threshold is the sum of the lengths of the first two vehicles in the train, rounded to the nearest integer.

[0111] Of course, if the longitudinal distance D1 between the leading person and the train to be processed is greater than or equal to the first preset threshold, or the distance D2 between the leading person and the front end of 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 with reference to specific embodiments. Figure 9 This is an embodiment of a control method for preventing the risk of shunting operations provided in this specification. Figure 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 position P1 of the train to be processed and the position P0 of the lead person, determine the longitudinal distance D1 between the lead person 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 train running sequence 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. Figure 10 This is a framework diagram of a control method for preventing the risk of shunting operations provided in the embodiments of this specification. Figure 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; when the status data changes from locked to occupied, the front position P1 of the train to be processed and the position of the lead person P0 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 a first preset threshold, then the pushing shunting operation corresponding to the train running sequence 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 a second preset threshold, then the pushing shunting operation corresponding to the train running sequence to be processed is risk-free, otherwise, a risk warning is issued.

[0120] The control method for preventing risks of shunting operations provided in the embodiments of this specification realizes real-time tracking of the train position based on the collection of station sections and switch status, realizes positioning of the train leader during the shunting operation based on Beidou satellite positioning technology and station electronic map information, and proposes a control method for preventing unmanned shunting operations during the shunting operation by logically judging the relationship between the front position of the shunting train and the position of the train leader during the shunting operation. The method can reduce or even avoid the high probability of safety accidents caused by shunting operations due to unmanned or inadequate train leadership, without changing the existing shunting operation mode, and has good applicability. The implementation process does not require the participation of operating personnel, which minimizes safety hazards caused by human error and solves the shortcoming that the safety of shunting operations under the existing operation mode mainly relies on standardized personnel operations to ensure safety.

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

[0122] The 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 lead person position P0 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 leading person and the train to be processed is less than a first preset threshold, or the distance D2 between the leading person 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.

[0125] The foregoing description of this specification describes specific embodiments. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be performed in an order different from that described in the embodiments and still achieve the desired results. Furthermore, the processes depicted in the accompanying drawings do not necessarily require the specific order shown or the sequential order to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0126] The various embodiments in this specification are described in a progressive manner. Similar portions between the various embodiments can be referenced to each other, and each embodiment focuses on the differences between the other embodiments. In particular, the device, electronic device, and non-volatile computer storage medium embodiments are generally similar to the method embodiments, so their descriptions are relatively simplified. For relevant details, refer to the descriptions of the method embodiments.

[0127] The apparatus, electronic device, and non-volatile computer storage medium provided in the embodiments of this specification correspond to the method. 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, technological improvements could be clearly distinguished as either hardware improvements (for example, improvements to circuit structures like diodes, transistors, and switches) or software improvements (improvements to process flows). However, with the advancement of technology, many process flow improvements today can now be considered direct improvements to hardware circuit structures. Designers almost always create the corresponding hardware circuit structure by programming the improved process flow into the hardware circuit. Therefore, it cannot be said that a process flow improvement cannot be implemented using hardware modules. For example, a programmable logic device (PLD), such as a field programmable gate array (FPGA), is an integrated circuit whose logical function is determined by user programming. Designers can "integrate" a digital system on a PLD through their own programming, without having to hire a chip manufacturer to design and manufacture a dedicated integrated circuit chip. Moreover, nowadays, instead of manually fabricating integrated circuit chips, this programming is mostly done using "logic compiler" software. This is similar to the software compiler used when developing programs. Before compilation, the original code must also be written in a specific programming language, called a hardware description language (HDL). There is not just one HDL, but many, 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 will also understand that by simply programming the method flow in one of these hardware description languages ​​and then programming it into an integrated circuit, a hardware circuit that implements the logic method flow can be easily obtained.

[0129] The controller can be implemented in any suitable manner. For example, the controller can take the form of a microprocessor or processor and a computer-readable medium storing computer-readable program code (e.g., software or firmware) executable by the (micro)processor, logic gates, switches, application-specific integrated circuits (ASICs), programmable logic controllers, and embedded microcontrollers. 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 will also know that in addition to implementing the controller in a purely computer-readable program code format, the controller can be implemented in the form of logic gates, switches, application-specific integrated circuits, programmable logic controllers, and embedded microcontrollers by logically programming the method steps. Therefore, such a controller can be considered a hardware component, and the devices included therein for implementing various functions can also be considered as structures within the hardware component. Or even, the devices for implementing various functions can be considered as both software modules that implement 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 having 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 smartphone, 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 as being divided into various units according to their functions. 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 take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Furthermore, the embodiments of this specification may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) containing 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 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 that can direct a computer or other programmable data processing device to work 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 The 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 operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

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

[0137] 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. 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. The 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 disc read-only memory (CD-ROM), digital versatile disc (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 transitory media such as modulated data signals and carrier waves.

[0139] It should also be noted that the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, commodity, or apparatus that includes a series of elements includes not only those elements but also other elements not explicitly listed, or includes elements inherent to such process, method, commodity, or apparatus. In the absence of further limitations, an element defined by the phrase "comprises a ..." does not exclude the presence of other identical elements in the process, method, commodity, or apparatus that includes the element.

[0140] This specification may be described in the general context of computer-executable instructions, such as program modules, executed by a computer. Generally, program modules include routines, programs, objects, components, data structures, and the like 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 communications network. In a distributed computing environment, program modules may be located in both local and remote computer storage media, including storage devices.

[0141] The various embodiments in this specification are described in a progressive manner. Similar parts between the various embodiments can be referred to in conjunction with each other. Each embodiment focuses on the differences between the other embodiments. In particular, the system embodiments are generally similar to the method embodiments, so the description is relatively simple. For relevant parts, refer to the description of the method embodiments.

[0142] The foregoing is merely an embodiment of the present invention and is not intended to limit the present application. For those skilled in the art, various modifications and variations may be made to the present application. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application should be included within the scope of the claims of the present application.

Claims

1. A control method for preventing risks in shunting operations, characterized in that: The control method includes: 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 state data of the train running sequence to be processed; Determine 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; If the longitudinal distance D1 between the leading person and the train to be processed is less than a first preset threshold, or the distance D2 between the leading person 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.

2. The control method according to claim 1, wherein: 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 train running sequence 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, wherein: When the state representation data of the train running sequence 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 coordinates P4 of the nearest section position passed by the front end of the train to be processed; The front end position P1 of the train to be processed is determined 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 distance L traveled by the train sequence before entering the next section.

4. The control method according to claim 3, wherein: There is a one-to-one correspondence between the travel distance and the coordinate system. The method of determining the front end position P1 of the train to be processed based on the coordinate system corresponding to the position coordinate P4 of the nearest section passed by the front end of the train to be processed and the travel distance L of the train sequence before entering the next section specifically includes: Accumulating the travel distance of the train sequence within a preset time period to obtain the travel distance L; 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 2, wherein: 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 occupied state to idle state, the coordinates at this moment are defined as the coordinates P5 of the nearest section position passed by the rear end of the train to be processed; The rear end position P2 of the train to be processed is determined based on the position coordinate P5 of the nearest section passed by the rear end of the train to be processed and the distance traveled by the train sequence before entering the next section.

6. The control method according to claim 1, wherein: The determining of 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 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 lead person and the train to be processed is obtained; Determine the coordinate P3 of the perpendicular point between the lead person and the train to be processed based on the longitudinal distance D1 between the lead person and the train to be processed; Based on the coordinates P3 of the lead person from the perpendicular 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, wherein: The expression of the straight line equation is: ； in, is the horizontal coordinate of the front end position P1 of the train to be processed; is the ordinate of the front end position P1 of the train to be processed; The horizontal coordinate of the nearest segment position coordinate P4 passed by the front end of the train to be processed; The ordinate of the nearest segment position coordinate P4 passed by the front end of the train to be processed; represents the independent variable of the straight line equation; represents the dependent variable of the equation of the line; The longitudinal distance D1 between the lead person and the train to be processed is expressed as: ； in, is the horizontal coordinate of the position P0 of the driver; is the ordinate of the position P0 of the driver; The coordinate P3 of the lead person from the vertical foot point of the train to be processed is: ； ； The distance D2 between the lead person and the front end of the train to be processed is expressed as: ； in, is the horizontal coordinate of the coordinate P3 of the vertical foot point of the train to be processed; It 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, wherein: 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, wherein: 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 risks in shunting operations, 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, which 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; The operation risk control module determines that if the longitudinal distance D1 between the leading personnel and the train to be processed is less than a first preset threshold, or the distance D2 between the leading personnel 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.

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