Shunting automatic driving and protection technology in full operation scene

Abstract

The invention discloses a shunting automatic driving and protection technology in a full operation scene. In order to improve the safety and efficiency of shunting operation, the shunting operation system is composed of a shunting protection and auxiliary driving platform, a vehicle-mounted intelligent sensing platform, an intelligent management and control data platform and a communication subsystem. The shunting protection and auxiliary driving subsystem comprises a vehicle-mounted subsystem and a ground subsystem, the vehicle-mounted subsystem is provided with a shunting auxiliary driving vehicle-mounted host and the like, and the ground subsystem comprises a host unit and the like. The vehicle-mounted intelligent sensing subsystem can detect obstacles and give an alarm. The intelligent management and control data platform is divided into four layers including a data layer and the like. And the communication subsystem realizes communication of each module. The shunting auxiliary driving vehicle-mounted host is provided with a host and an expansion unit which are consistent in structure, the host and the expansion unit comprise a main controller and the like, two links are established between the units through communication board cards, and the controller of one system can use adjacent communication board cards. The system is used for intelligent management of railway traffic, and has the advantages of safety, high efficiency, full-scene applicability and the like.

Description

Technical Field

[0001] The present invention relates to the field of railway traffic management, and in particular to a shunting operation system with automatic shunting operation and protection in all operation scenarios. Background Art

[0002] At present, the technical equipment related to shunting operations widely installed on locomotives in my country mainly include: LKJ2000 train operation monitoring device (referred to as LKJ2000), wireless shunting locomotive signal and monitoring system (Shunting Train Protection, STP) and wireless shunting light display equipment controller.

[0003] LKJ2000 is mainly used for train operation protection, but in shunting mode it only provides overspeed protection for the ceiling speed limit. STP and LKJ2000 are installed on the shunting locomotive at the same time, and the two work together to provide safety protection for shunting operations. The wireless shunting light display machine controller is used for voice intercom between the driver and the ground attendant and the shunter, and can display the shunting signal issued by the shunter and make voice broadcasts.

[0004] At the technical stations of existing lines, shunting operations mainly adopt manual operation mode. The entire shunting operation process requires close coordination of multiple positions such as station duty officers, signalmen, shunting drivers, and shunters. The station duty officer needs to manually direct the signalman to manually arrange the interlocking route based on the shunting plan, the status of receiving and dispatching trains, and the real-time situation in the station yard. At the same time, the station duty officer keeps in touch with the shunting driver and shunter through the vehicle-machine joint control, and directs the shunting driver to drive the shunting locomotive. During the operation, the shunting driver needs to observe the ground signals, the wireless shunting locomotive controller signals, and listen to the intercom voice and the machine controller signaling voice to complete the shunting locomotive driving operation.

[0005] However, the prior art has many defects, which are specifically reflected in:

[0006] (1) Significant safety hazards: Traditional shunting operations rely heavily on manual judgment and information interaction. Any human negligence or information transmission delay is likely to cause a safety accident. In complex shunting and avoidance scenarios, the number of risk factors increases, exacerbating safety risks and making it difficult to effectively implement safety assurance measures.

[0007] (2) Low operational efficiency: From the issuance of shunting plans to their execution, different departments in traditional shunting operations mainly communicate through radio, telephone or face-to-face communication. This communication mode can easily lead to untimely information transmission or misunderstanding. At the same time, manual confirmation of signals is required when the train is running, which undoubtedly increases the waiting time and has a serious negative impact on the overall operational efficiency.

[0008] (3) Poor user experience: The untimely and inaccurate information transmission has caused drivers and other staff to be in a work environment with high work pressure and uncertainty for a long time. This not only reduces work efficiency, but also greatly damages employees' job satisfaction, ultimately leading to poor user experience.

[0009] (4) Insufficient fault handling capabilities: Once a fault occurs, traditional shunting operations rely on manual location of the problem, which takes a long time and the process of restoring services is slow, seriously affecting the continuity and reliability of shunting operations and making it difficult to respond to emergencies quickly and effectively.

[0010] (5) Weak ability to cope with complex scenarios: When faced with special scenarios such as poor track circuit branching and pressure signal reversal, traditional shunting methods are often unable to cope with the situation and it is difficult to ensure the safe and efficient completion of the task, which greatly limits the adaptability and flexibility of shunting operations.

[0011] Prior art 1: CN109649451A, a safety auxiliary protection system and method for shunting operations, April 19, 2019.

[0012] Prior art 1 can send the received shunting operation control information and / or station interlocking equipment status information within the railway bureau to the train operation monitoring device for controlling the locomotive through the on-board protection equipment. However, prior art 1 monitors the operation process of the service locomotive based on the access opening in front of the service locomotive, which can only solve the shunting safety protection problem of the service locomotive in the station, and has a single applicable scenario.

[0013] Based on this, according to the actual project development needs, the present invention aims to improve the existing technology with respect to the above-mentioned defects, and proposes a shunting operation system that is comprehensively improved with respect to the defects of the existing technology. Summary of the invention

[0014] In order to alleviate or partially alleviate the above technical problems, the solution of the present invention is as follows:

[0015] A shunting operation system includes a shunting protection and auxiliary driving subsystem, an on-board intelligent perception subsystem, an intelligent management and control data platform and a communication subsystem; wherein the shunting protection and auxiliary driving subsystem includes an on-board subsystem and a ground subsystem; wherein the on-board subsystem includes a shunting auxiliary driving on-board host, DMI, query host, satellite module and 5G radio; the ground subsystem includes a host unit, a communication interface unit, an operation terminal and a maintenance interface unit; the on-board intelligent perception subsystem is used to complete obstacle detection and alarm functions; the intelligent management and control data platform includes a data layer, a data support layer, an application layer and an operation layer; the communication subsystem is used to realize shunting operations Wired communication and / or wireless communication between system modules in the industry system; and, the shunting auxiliary driving vehicle-mounted host includes two host units with the same internal structure and two expansion units with the same internal structure; the host unit and the expansion unit respectively include a main controller and a central processing unit, and both include a communication board, and two communication links are established between the host unit and the expansion unit with the help of the communication board; in addition to using the internal communication board, the main controllers in the two host units can replace each other in using the communication board in the host unit; in addition to using the internal communication board, the central processing units in the two expansion units can replace each other in using the communication board in the expansion unit.

[0016] Furthermore, the host unit also includes a relay, and a communication connection is established between the relay and the vehicle body interface; through the analog module in the host unit, at least the output signal of the multi-channel speed sensor and the output signal of the pressure sensor are converted into digital signals and sent to the main controller in the host unit; through the FSK module in the host unit, the plane shunting signal and the diesel engine speed signal are sent to the main controller in the host unit; through the RS-485 interface, a communication connection is established between the query host and the main controller; two independent satellite modules and 5G / 4G radio stations respectively establish communication connections with the communication boards in the two expansion units; two independent DMIs respectively establish communication connections with the communication boards in the two host units.

[0017] Furthermore, the handheld station is configured with a 5G module, the vehicle-mounted station is configured with a 5G module and a ranging module, and the vehicle-mounted host is configured with an LTE-R private network module, a 5G module and a positioning module; the handheld station, vehicle-mounted station and vehicle-mounted host can all establish connections with public network base stations, and the vehicle-mounted host can also establish connections with private network base stations.

[0018] Furthermore, the shunting operation system collects and controls the status of the guardrail at the crossing, accesses the horizontal shunting signaling to realize the pull-out and parking operations of coupling, trial pulling, automatic reverse trial pulling, and mid-way reversal, and disassembles the stress condition of the train during the idling time to optimize the protection curve and braking distance; and calculates the braking protection curve once through the horizontal shunting signaling and adjusts the automatic driving target speed; calculates the operating direction according to the shunting operation order plan, and calculates the parking point according to the line conditions.

[0019] Furthermore, the district director's station in the shunting control center is equipped with an LTE-R private network module and a 5G module, and communicates with the private network base station, while connecting to the satellite positioning base station and communication server, and establishing a communication connection with the comprehensive management and control data platform.

[0020] Furthermore, when the on-board equipment controls a single unit or pulls a train, the on-board intelligent perception subsystem detects whether there are obstacles on the track or at crossings ahead of the locomotive; and, when an obstacle is detected to be intruding, the distance between the obstacle and the front of the vehicle is recalculated to form an auxiliary driving curve, an additional safety distance is reserved, and a prompt is issued to the driver in the DMI by means of an audible and visual alarm. The on-board equipment takes graded response measures according to the distance between the obstacle and the front of the vehicle and the current vehicle speed: if the distance to the obstacle exceeds the preset value, the locomotive is controlled to sound a whistle to warn and slow down; if the distance to the obstacle does not exceed the preset value, a braking stop operation is performed.

[0021] Furthermore, the maintenance interface unit is a dual-machine hot standby structure, which is used to collect the operating status of the shunting control center during operation, and to perform board-level fault diagnosis and monitoring for the shunting control center, and store equipment status and alarm information locally, and download recorded data through the debugging maintenance network port for analysis.

[0022] Furthermore, the intelligent management and control data platform includes a vehicle-mounted station, a district chief station, a handheld station and an integrated operation management platform, and the integrated operation management platform includes a management terminal, an operation management server, a multimedia server and a background management server; according to the station shunting operation system, job responsibilities, business processes and operating rules, based on different roles and division of labor, and combined with specific operating conditions, the handheld station guides outdoor workers to submit the operation results to the background management server through text, pictures, video or audio recording, so that the background management server can analyze and process the operation results.

[0023] Furthermore, the work plan, vehicle distribution status, production progress status and station monitoring information related to the station operation are synchronized in real time to the operation terminal of each operator; and the shunting operation system automatically analyzes and filters the corresponding key information that needs to be conveyed to the driver and shunter through the voice broadcast system.

[0024] Furthermore, by setting an information fusion processing module in the shunting protection and assisted driving subsystem, and receiving at least the following information: the relative offset position information of the track obtained by querying the host to obtain the transponder number and matching it in the electronic map of the station; speed information and displacement information; longitude information and latitude information and precision factor information, and the track occupancy information of the shunting locomotive; the information fusion processing module obtains multiple positioning results according to the received information, and selects the positioning result with the smallest error as the real-time position of the shunting locomotive according to the information source error; wherein, the electronic map of the station is configured with at least some relative offset position information of the track about the sampling point; and the process of obtaining the positioning result according to the longitude information and the latitude information includes obtaining the relative offset position information of the track of the mapping point according to the mapping point of the longitude information and the latitude information in the electronic map of the station.

[0025] Furthermore, the sampling points cover the locations of signal machines, switch points, switches and transponders in the station yard; in the electronic map of the station yard, the locations of several sampling points constitute a continuous broken line segment; the track relative offset position information refers to the offset information of a physical position point of the track relative to the starting point of the track; for the real-time position of the train formation, the real-time position of the train formation is determined based on the shunting operation order forwarded by the ground control center from the dispatching command system and the actual execution of the shunting operation order; if the train executes the operation of coupling or detaching a retained car, the train formation information is updated, and the head and / or tail position information of the train formation is updated according to the operation type.

[0026] The technical solution of the present invention has one or more of the following beneficial technical effects:

[0027] (1) Improved safety. Specifically, it includes: a. Conflict detection and automatic avoidance strategy (including space-time conflict detection, automatic deceleration / stopping, and emergency brake triggering); b. Safety card control for operators (biometric verification, GNSS signal positioning and tracking, and electronic fence supervision); c. Real-time environmental monitoring and early warning (sensor system + intelligent control + electronic map linkage); d. Standardized closed-loop management of operations (following station systems and procedures).

[0028] (2) Improved efficiency. Specifically, it includes: a. Wireless transmission and automatic execution of shunting plans (reducing the time spent on manual operations); b. Automatic control of vehicle speed and equipment status pre-inspection (no need to stop for inspection before turnouts / signals); c. Real-time dynamic display and joint control navigation (GIS technology + route guidance improves decision-making efficiency); d. On-site transparent management (real-time monitoring and remote strategy adjustment).

[0029] (3) Improved user experience. Specifically, it includes: a. Intelligent assisted driving function (reducing labor intensity); b. Intuitive human-machine interface design (convenient operation and information transparency).

[0030] (4) Improved fault handling capabilities. Specifically, it includes: a. Built-in diagnostic module (quickly identifies problems and provides solution suggestions); b. Multiple redundant designs (the system can still operate normally under single-point failure).

[0031] (5) Improved ability to cope with complex scenarios. Specifically, it includes: a. Targeted solutions for multiple scenarios (covering multiple operations or scenarios such as on-line pick-up and drop-off operations, pressure signal return operations, track circuit poor branching scenarios, and crossing operation scenarios); b. Human-machine collaboration mode (supporting the driver to take over at any time + auxiliary suggestions to adapt to emergencies); c. High-precision positioning technology based on relative offset position information of tracks (overcoming the shortcomings of existing technologies in insufficient positioning accuracy in complex environments such as many switches and weak satellite positioning signals).

[0032] Compared with the prior art, the present invention is a comprehensive, systematic and multi-faceted improvement scheme. In addition, other beneficial effects of the present invention will be mentioned in the specific embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 It is a block diagram of the shunting operation system;

[0034] Figure 2 It is the architectural block diagram of the ground subsystem;

[0035] Figure 3 It is the architectural block diagram of the vehicle subsystem;

[0036] Figure 4 is a schematic diagram of an exemplary onboard host architecture of a vehicle shunting assisted driving;

[0037] Figure 5 It is the architectural block diagram of the vehicle-mounted intelligent perception subsystem;

[0038] Figure 6 This is the architecture diagram of the intelligent management and control data platform;

[0039] Figure 7 is an architecture diagram of the wireless communication subsystem of the present invention;

[0040] Figure 8 It is a schematic diagram of the network topology of station-field communication;

[0041] Fig. 9 It is a schematic diagram of the communication between the ground control system and the vehicle-mounted host;

[0042] Fig.10 It is the overall framework diagram of the shunting operation of the present invention;

[0043] Fig.11 It is a schematic diagram of the positioning structure of the shunting locomotive;

[0044] Fig.12 It is a schematic diagram of obstacle detection and protection. DETAILED DESCRIPTION

[0045] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should be within the scope of protection of the present invention.

[0046] In the description of the present invention, unless otherwise specified, “ / ” indicates that the objects associated with each other are in an “or” relationship, for example, A / B can represent A or B; “and / or” in the present invention is only a description of the association relationship between associated objects, indicating that there can be three relationships, for example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone, where A and B can be singular or plural.

[0047] In the description of the present invention, unless otherwise specified, "plurality" means two or more than two. "At least one of the following" or similar expressions refers to any combination of these items, including any combination of single items or plural items. For example, at least one of a, b, or c can be represented by: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple.

[0048] In order to clearly describe the technical solutions of the embodiments of the present invention, in the embodiments of the present invention, words such as "first" and "second" are used to distinguish the same or similar items with substantially the same functions and effects. Those skilled in the art can understand that words such as "first" and "second" do not limit the quantity and execution order, and words such as "first" and "second" do not necessarily limit the difference.

[0049] In the embodiments of the present invention, words such as "exemplarily" and "for example" are used to indicate examples, illustrations or explanations. Any embodiment or design described as "exemplarily" or "for example" in the embodiments of the present invention should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplarily" and "for example" is intended to present related concepts in a specific way for easy understanding.

[0050] The term "determine" in the present invention covers a variety of actions, and "determine" may include calculating, computing, processing, deriving, investigating, searching (e.g., via searching in a table, a database or another data structure), ascertaining, etc. Also, "determine" may include receiving (such as receiving information), accessing (such as accessing data in a memory), etc. In addition, "determine" may include solving, selecting, choosing, establishing and other similar actions.

[0051] List of terms:

[0052] Track: refers to the numbered tracks in the railway station, which are used to determine the specific location where the locomotive stops, including the main line and the arrival and departure track.

[0053] Shunting: In railway transportation production activities, except for the arrival, departure, passing and normal operation of locomotives at stations, all purposeful movements of locomotives and vehicles belong to shunting operations, which specifically include the dismantling and marshaling of locomotives, uncoupling, transfer, integration, transfer, pick-up and delivery of vehicles, as well as locomotive alignment, line switching, entry and exit of sections, etc., which cause the locomotives and vehicles to be displaced on station lines or other lines.

[0054] Train formation: includes a single locomotive and other connected vehicles. It is not a fixed composition and changes according to the actual operation process.

[0055] Reserved vehicle: refers to a locomotive or train parked on the track, which is a subordinate concept of train or locomotive.

[0056] Interlocking: At railway stations, in order to ensure the safety of locomotives and trains on the routes, effectively utilize the lines within the station, and efficiently command traffic and shunting, the signals, routes, and switches on the routes within the station are mutually constrained. This relationship is called interlocking.

[0057] Figure 1 The block diagram of the shunting operation system describes the main system modules included in the present invention. The present invention is an overall improvement of the current shunting operation system, especially a shunting auxiliary driving system, relying on the cooperation between these system modules to jointly build a safe, reliable, efficient, standardized shunting operation system that supports multiple scenarios. The shunting operation system is specifically implemented through the following scheme.

[0058] In the present invention, the shunting operation system includes a shunting protection and auxiliary driving subsystem, an on-board intelligent perception subsystem, an intelligent management and control data platform and a wireless communication subsystem. The main functions of the shunting operation system include: supervision and protection function.

[0059] In the present invention, the shunting protection and auxiliary driving subsystem included in the shunting operation system can be divided into an on-board subsystem and a ground subsystem. The on-board subsystem is mainly used to complete functions such as train positioning, speed monitoring curve, mode conversion and control, horizontal shunting signaling processing, anti-slip and isolation. The ground subsystem is mainly used to complete functions such as station equipment status collection, locomotive management, shunting plan processing, in-transit vehicle / retained vehicle information update and mobile authorization calculation.

[0060] In the present invention, the vehicle-mounted intelligent perception subsystem mainly completes the obstacle (including foreign objects) detection and alarm functions. In the present invention, the intelligent management and control data platform is mainly used to complete business functions such as real-time communication, monitoring, safety warning, real-time data sharing and operation efficiency analysis. In the present invention, the communication subsystem is mainly used to realize wired communication and / or wireless communication between various system modules in the shunting operation system. The present invention will disclose the component composition and functions of the above-mentioned multiple subsystems in a modular manner later.

[0061] Figure 2 This is the architecture block diagram of the ground subsystem. The ground subsystem in the shunting protection and auxiliary driving subsystem includes a host unit, a communication interface unit, an operation terminal, a maintenance interface unit, and a redundant power supply unit.

[0062] For example, the host unit can be a two-by-two safety computer platform for completing the logic function operation of the ground control. The host unit can establish communication connections with the communication interface unit, the operation terminal and the maintenance interface unit respectively.

[0063] The communication interface unit is used to complete the safe data exchange between the shunting control center and external systems such as interlocking. The external systems here include but are not limited to: computer interlocking, anti-skid device, derailer, on-board system, crossing control system, current vehicle system, and Centralized Traffic Control (CTC) / Train Dispatching Command System (TDCS). CTC is a comprehensive automation system that can centrally control and manage train operation. Through CTC, dispatchers can remotely monitor the running position, speed and other status information of trains on the line in real time at the dispatching center, and can also directly control the train route, such as arranging switches, opening signals, etc., to achieve centralized and unified command of train operation.

[0064] The main function of TDCS is to prepare, issue and adjust train operation plans, as well as to track and monitor the train operation status in real time. Through TDCS, dispatchers can timely grasp the train arrival and departure times, track occupancy status, etc. of each station, so as to make reasonable dispatching decisions and ensure the orderly operation of railway transportation.

[0065] The maintenance interface unit may be a dual-machine hot standby structure, which is used to collect the operating status of the shunting control center during operation, and to perform board-level fault diagnosis and monitoring for the shunting control center, and store the device status and alarm information locally, and download the recorded data through the debugging and maintenance network port for analysis. Among them, the dual-machine hot standby structure refers to a structure consisting of two devices with the same functions, one in working state (main device) and the other in hot standby state (backup device). Under normal circumstances, the main device is responsible for collecting the operating status of the shunting control center during operation, performing board-level fault diagnosis and monitoring for the shunting control center, and storing the device status and alarm information locally, and downloading the recorded data through the debugging and maintenance network port for analysis.

[0066] Once the main equipment fails, the backup equipment can automatically take over the work of the main equipment in a very short time, ensuring the continuous operation of functions such as data collection, fault diagnosis monitoring and information transmission, avoiding business interruptions due to equipment failure, thereby ensuring the stability and reliability of data processing and information exchange related to shunting operations.

[0067] The redundant power supply unit is used to introduce the power supply of the power supply panel into the equipment, and is redundantly set to provide reliable power supply for the equipment. The power supply panel is a special device for providing power for railway signal equipment. It can convert, stabilize and distribute the mains electricity to provide stable and reliable power supply for various signal equipment in the station, such as signal lights, turnout machines, track circuits, etc.

[0068] Figure 3 It is the architecture block diagram of the vehicle-mounted subsystem. The vehicle-mounted subsystem (i.e., the vehicle-mounted subsystem for shunting assisted driving) includes: the vehicle-mounted host for shunting assisted driving, the driver machine interface unit (DMI), the query host (including the corresponding antenna), the speed sensor, the pressure sensor (especially the wind pressure sensor), the satellite module, the 5G / 4G radio, and the combined antenna, where " / " is the logical OR.

[0069] Figure 4 This is a schematic diagram of an exemplary on-board host architecture for shunting assisted driving. In this diagram, taking a 5G radio as an example, the on-board host for shunting assisted driving includes a host unit I and a host unit II, an extension unit I and an extension unit II, and an isolation module.

[0070] Extension unit I and extension unit II each include a central processing unit (CPU), a digital input interface (DI), a digital output interface (DO) and a communication board (SW). The two have symmetrical structures, and the DI interface and the DO interface are both connected to the vehicle body interface.

[0071] The host unit and the expansion unit include a main controller and a central processing unit respectively, and both include a communication board. Two communication links are established between the host unit and the expansion unit by means of the communication board.

[0072] The host unit I and the host unit II each include a DI interface, a DO interface, a relay module, a communication board, a watchdog (WD), a main controller (MC), a frequency shift keying (FSK) module for transmitting binary data, and an analog module for receiving analog signals and converting them into digital signals, as well as a recording module for recording the working process and a maintenance download module for transferring the recorded information.

[0073] Furthermore, the watchdog circuit is designed using the intrinsic fail-safe circuit principle to continuously monitor the operating status of the main controller in real time and immediately cut off all safety outputs once an abnormal situation is detected.

[0074] Furthermore, a separate recording board device can be used to record various types of operation data generated during the locomotive operation in real time. For example, the on-board device stores detailed records for no less than 24 hours and key locomotive control data for no less than 30 days.

[0075] The relay module in the host unit I is connected to the vehicle body interface, and is connected to the DI interface and the DO interface respectively. The communication board in the host unit I is connected to the communication board in the extension unit I respectively, and is connected to the 5G (or 4G) radio and satellite module, and is also connected to the two DMI units (DMI-1, DMI-2) (the same is true for the host unit II).

[0076] In other words, two independent satellite modules and 5G / 4G radios establish communication connections with the communication boards in the two expansion units respectively; two independent DMIs establish communication connections with the communication boards in the two host units respectively.

[0077] For example, platform shunting, diesel engine speed and other signals establish communication connection with the main controller through the FSK module, and voltage signals and current signals, pressure sensors, multi-channel (4-channel for example) speed sensors and other related signals can establish communication connection with the main controller with the help of analog modules.

[0078] For the main unit II, such as Figure 4 As shown, its constituent modules are the same or similar to those of the host unit I and will not be repeated here.

[0079] Both host unit I and host unit II can establish communication connection with the query host through the RS-485 communication interface. The main controller in host unit I is connected to the communication board in host unit II, and at the same time, the main controller in host unit II is connected to the communication board in host unit I. This embodiment helps to use the backup system to take over the work or task of the failed part in the event of equipment failure, thereby improving reliability.

[0080] In other words, in addition to using the internal communication board, the main users in the two host units can take turns using the communication board in the host unit; in addition to using the internal communication board, the central processors in the two expansion units can take turns using the communication board in the expansion unit.

[0081] That is to say, the host unit in the present invention adopts a 2 times 2 take 2 logic structure, and the two systems in the system complete the "2 times" function, that is, when any system fails, the system can continue to work, so as to improve the reliability and availability of the system. The two CPUs in the system work together, and the two CPUs complete the "2 take 2" function, that is, perform 2oo2 operation comparison, output the operation result when the operation results are consistent, and do not output the operation result when the operation results are inconsistent. This embodiment can improve the safety of the system. Among them, "2oo2" is two take two, that is, two of the two conditions meet the interlocking action.

[0082] Figure 5 The vehicle-mounted intelligent perception subsystem of the present invention includes a perception layer (or acquisition layer), a cognitive layer, a decision layer and a presentation layer.

[0083] The perception layer (collection layer) of the present invention is mainly responsible for receiving data from visual sensors and radars. The visual sensors are used to obtain the shape and color information of the target object; the radar is used to obtain the distance and contour information of the target object, and to supplement the collection of distance information of moving objects under severe weather conditions.

[0084] The cognitive layer mainly processes and deeply integrates the input visual and radar information. Through the neural network, it can identify entities on the track and detect obstacles, locomotives, vehicles, personnel and other target information by integrating radar and visual information.

[0085] The decision layer further processes the data based on the perception results of the cognitive layer, combined with map matching and dynamic parameter information, so as to judge and identify the relationship between foreign objects, locomotives, vehicles, signals and other targets in the shunting scenario, and judge whether foreign objects, personnel and other targets will affect the normal operation of the locomotive, and at the same time estimate the location of the target and identify its status.

[0086] The presentation layer provides users with early warning, alarm functions and monitoring interfaces based on the processing results of the decision-making layer, and also serves as a human-computer interaction interface for secondary manual confirmation of the target.

[0087] Figure 6 It is a block diagram of the architecture of the intelligent management and control data platform. Starting from the bottom layer, the intelligent management and control data platform in the present invention can be divided into or include a data layer, a data support layer, an application layer and an operation layer.

[0088] Data layer: stores various types of data, including structured, unstructured and semi-structured data, using storage methods such as HDFS distributed file system, HBASE, MySQL cluster, etc., to provide a basis for data storage and management of the entire system, ensuring that the data generated and required during system operation can be effectively saved and called.

[0089] Data support layer: Relying on analysis engines, rule engines, Geographic Information System (GIS) engines and multimedia engines, and with the help of big data and cloud computing technologies, it provides data processing and analysis support for upper-level applications. The realization of functions such as real-time feedback of work results in the corresponding text, monitoring and verification of work behaviors, etc. requires analysis and processing of large amounts of data.

[0090] Application layer: It provides a variety of upper-layer applications, such as user management, job list management, basic information query and display, job data recording, etc. It can also query and display basic information (covering station, current vehicle and other information) and record operation data (photo, video, etc.). Combined with text, it can realize the automatic issuance and display of operation plans, real-time dynamic display of current vehicle / station / approach conditions, etc., to provide information support and operation guidance for operators. At the same time, through the collection of Beidou positioning information, combined with the operator safety card control function in the text, the location of the operator can be monitored.

[0091] Operation layer: corresponds to the operating personnel in the text, including drivers, shunters, etc. They are the direct users of system functions and use vehicle-mounted consoles (including fixed and portable machine controllers), handheld consoles and other equipment to complete their operations.

[0092] The intelligent management and control data platform can specifically include vehicle-mounted stations, district chief stations, handheld stations and comprehensive operation management platforms. Among them, vehicle-mounted stations can be divided into fixed machine controllers and portable machine controllers, and the comprehensive operation management platform includes management terminals, operation management servers, multimedia servers, background management servers, etc.

[0093] The intelligent management and control data platform plays an integrating and managing role in the system, coordinating the data interaction and function realization between each layer, so as to achieve functions such as shunting signaling, voice intercom, automatic issuance and display of operation plans, real-time dynamic display of current vehicle / yard / approach conditions, joint control and navigation of operation system processes, real-time feedback of operation results, safety card control of operators, and monitoring and verification of operation behavior.

[0094] Figure 7 It is an architecture diagram of the wireless communication subsystem of the present invention, showing the hierarchical architecture of a new railway station communication and positioning system, which can be divided into a terminal access side, a transmission side and a service processing side.

[0095] The terminal access side includes a variety of terminal devices, such as vehicle-mounted host, portable shunting equipment, Beidou locator, handheld terminal, etc. These terminal devices are equipped with exemplary 5G modules, access the core network through 5G base stations, and realize data, voice and video communications; at the same time, they use the positioning module to establish a connection with the Beidou satellite for the positioning of shunters and vehicle-mounted equipment to ensure the safety of operations. In another example, the terminal device uses a 4G communication module to access the core network.

[0096] On the transmission side, the core network, as a key hub for information transmission, is connected to the exemplary 5G base station, receives data transmitted from the terminal side through the 5G module, and can perform supplementary transmission through the satellite communication link to ensure the stability and reliability of communication, meet the system's low-latency, high-reliability 5G / 4G broadband communication requirements, and can achieve a transmission rate of more than 80 Mbps for downlink and more than 10 Mbps for uplink, with a packet loss rate of no more than 10 -5 , the end-to-end delay is controlled within 50 ms.

[0097] On the service processing side, the service platform is composed of the ground control system and video, voice, and data service servers. The service platform accesses the core network through the 5G base station, receives information from the terminal side, and transmits control information back to the terminal side, meeting the communication needs of railway yard shunting, marshaling, unmarshaling, train inspection, positioning, and vehicle control operations, ensuring the efficiency of railway operations.

[0098] Figure 8 It is a schematic diagram of the network topology of station field communication. The communication network in the present invention includes two types of networks: public network and private network, each equipped with a wireless base station to support 5G / 4G communication. The public network base station and the private network base station are connected by wire to achieve high-speed data interaction between networks.

[0099] Outdoor equipment includes handheld stations, vehicle-mounted stations and vehicle-mounted hosts. For example, the handheld station is equipped with a 5G module and can communicate through a public base station; in addition, the vehicle-mounted station is equipped with a 5G module and a ranging module and can communicate through a public base station; the vehicle-mounted host has not only an LTE-R private network module and a 5G module, but also a positioning module, and can establish connections with public base stations and private base stations.

[0100] For indoor equipment, the shunting control center is equipped with a district director's desk, equipped with LTE-R private network modules and 5G modules, and communicates through private network base stations. At the same time, it is connected to the satellite positioning base station and communication server, and establishes communication connections with multiple systems such as CTC / TDCS, interlocking system, current vehicle system, integrated management and control data platform, crossing centralized control system, anti-slip device, derailer, etc.

[0101] This type of embodiment takes into account the importance of vehicle control information between the ground control system and the vehicle-mounted host. The link is designed with redundant transmission and communicates through two paths, the public network and the private network, to ensure the reliability of information transmission.

[0102] Fig. 9 It is a schematic diagram of the communication between the ground control system and the vehicle host. For the application layer of the ground control system, data information can be exchanged with the application layer in the vehicle host through the wireless communication link established between the board 1 including the 5G module and the 5G module included in the board 1 in the vehicle host.

[0103] In addition, the application layer of the ground control system can also exchange data information with the application layer in the vehicle host through the wireless communication link established between the board 2 including the 5G module and the 5G module included in the board 2 in the vehicle host. The difference is that the two 5G communication links belong to two different networks, the public network and the private network.

[0104] In order to better illustrate the present invention, numerous specific details are provided in the above specific embodiments. It should be understood by those skilled in the art that the present invention can also be implemented without certain specific details. In some examples, methods, means, and elements well known to those skilled in the art are not described in detail in order to highlight the subject matter of the present invention.

[0105] Fig.10 The overall architecture diagram of the shunting operation of the present invention. Referring to the above content, the system architecture of the railway yard shunting operation of the present invention covers three parts: indoor, yard and vehicle.

[0106] In the indoor part, various devices are connected through the ground backbone network. The operation terminal is for staff operation, and the district director's desk is used for dispatching and command. The intelligent management and control data platform is responsible for data processing and management. The shunting control center includes the current vehicle system, interlocking system, CTC / TDCS, crossing centralized control system, derailer, anti-slip device, etc., to coordinate the management of station operations. The communication server is used for communication data processing and transmission, and its wired connection is the ground backbone network and the 5G / 4G base station in the station.

[0107] In the station yard, the locomotive can communicate with the satellite through a satellite base station. At the same time, a 4G / 5G base station is installed in the station yard to provide wireless communication support for the locomotive and the handheld station. The handheld station facilitates on-site communication for operators.

[0108] In the vehicle-mounted part, DMI is used by the driver to operate and view information, and the vehicle-mounted station is used for wireless communication. The shunting assistance automatic driving vehicle-mounted host is the core control unit, which combines the information obtained by the intelligent perception subsystem and interacts with the outside world through 4G / 5G or satellite communication. The speed measurement module and speed sensor cooperate to monitor the locomotive speed. The transponder antenna is used to receive or sense the transponder signal on the ground, and the query host is used to obtain the transponder number and match the relative offset position information of the track in the electronic map of the station. All equipment cooperates to ensure the safety and efficiency of locomotive shunting operations.

[0109] For each component of the above system, please refer to the specific content described above, which will not be repeated here. For the present invention, the supervision and protection function is the core function of the shunting operation system, which provides safety protection for train shunting operations and is an important guarantee for the safety of the entire system. It mainly prevents dangerous situations such as train collisions, speeding, and crossing dangerous points. Specifically, it is through and covers the following functional modules or components:

[0110] Station electronic map: Set various key equipment in the station as control objects and add detailed equipment parameter descriptions. Based on these objects, build a station network topology model and accurately define the location connection relationship between each object.

[0111] In certain embodiments, the shunting operation system calculates the one-time braking control curve of the train based on basic data, speed limit information, marshaling information, etc., so as to monitor the train running under the protection curve. The shunting protection curve includes an allowable curve, a warning curve, a normal braking curve, and an emergency braking curve. In the subsequent driving process, the on-board system monitors the speed of the train according to the control curve. Once the speed exceeds the speed limit of the corresponding curve, it will trigger voice alarm, unloading, output of normal braking or emergency braking, etc.

[0112] In certain embodiments, the ground equipment collects information such as the operating status, equipment failures, safety risk conditions, etc. of the locomotive and onboard equipment, transmits it to the ground center in real time, and records it in real time.

[0113] In a certain embodiment, after the ground equipment obtains the shunting plan, it is forwarded to the corresponding locomotive onboard equipment, and the driver signs for confirmation. After the driver confirms the receipt of the shunting plan, the system will perform the shunting operation according to the plan.

[0114] In a certain embodiment, the system is provided with a standby mode, an intra-section running mode, a partial shunting monitoring mode, and a full shunting monitoring mode. Different modes are suitable for different on-site operation requirements and can be flexibly switched according to actual conditions.

[0115] In certain embodiments, the on-board equipment receives wireless planar shunting signaling and performs corresponding speed monitoring operations based on the signaling to ensure that the shunting operation is safe and orderly.

[0116] In certain embodiments, the shunting operation system continuously checks whether the vehicle is slipping, whether in manual driving or assisted driving. Once slipping is detected, the driver is immediately notified through an audible and visual alarm; if the alarm time exceeds the limit and the slipping situation has not been eliminated, a braking stop command is output to ensure driving safety.

[0117] In certain embodiments, the system provides a manual unlocking function to meet operational requirements in specific situations.

[0118] In certain embodiments, interlocking information, work order information, speed limit and working condition information are displayed in real time in the form of a station plan. The ground operation terminal interface displays the station equipment status, shunting operation information, alarm information, and comprehensively presents the working status information of all registered on-board equipment, and provides a voice prompt function, so that operators can grasp relevant information in a timely manner.

[0119] In a certain embodiment, the vehicle-mounted equipment is provided with an isolation switch. When the isolation switch is turned to the "isolation" position, the vehicle-mounted equipment system enters an isolation state, and the brake command output channel is cut off to prevent accidental brake command output.

[0120] In certain embodiments, before the locomotive leaves the depot or enters the depot, the driver or ground maintenance personnel need to perform in-depot test operations, prepare the locomotive and on-board equipment, check the status of the on-board equipment, and ensure the normal operation of the equipment.

[0121] In certain embodiments, the system can realize assisted driving control of a single machine / train in the station concentration area and dedicated line. The ground system automatically calculates the movement authorization and parking point of the single machine / train. When the driver confirms to start the assisted driving function, the on-board equipment enters the assisted driving state and automatically controls the operation of the single machine / train, thereby improving the efficiency and safety of shunting operations.

[0122] For complex scenarios, such as covering line unhooking operations, signal pressure return operations, track circuit poor branching scenarios, crossing operation scenarios, shunting and turning back parking scenarios, shunting push operation scenarios, shunting pull-out operation scenarios, shunting avoidance scenarios and other operations or scenarios, in order to improve the response capability, the present invention proposes at least the following targeted measures.

[0123] The shunting operation system of the present invention, especially the shunting protection and assisted driving subsystem, is not only equipped with assisted driving functions for normal shunting operation scenarios such as general pushing, pulling in, pulling out, and line switching, but also realizes the function of safe and rapid passage through the crossing by collecting and controlling the status of the crossing guardrails.

[0124] Furthermore, by accessing the horizontal shunting signaling, the shunting operation system executes the coupling and trial pulling operations on the track where the position of the retained vehicle is unknown, and determines whether the coupling point has been reached through collision, and automatically stops the vehicle after detecting a collision.

[0125] Furthermore, the shunting operation system has the function of automatically testing the reverse pull after coupling; judging whether the coupling is successful through horizontal shunting signaling; and automatically performing a second coupling when the coupling fails.

[0126] Furthermore, the shunting operation system performs the pull-out and parking actions of the mid-way turnaround through the horizontal shunting signal. In particular, the automatic reversing and automatic propulsion actions after the mid-way turnaround and parking are completed through the customized horizontal shunting signal.

[0127] Furthermore, by disassembling the specific stress conditions of the train during the idling time, considering the transmission of the braking force of each car from car to car, combining the locomotive type and vehicle type in the formation information, as well as the total vehicle weight sent by the dispatcher, the protection curve and braking distance (including the idling distance and the effective braking distance) are optimized.

[0128] Through the horizontal shunting signaling, the shunting operation system calculates a braking protection curve and adjusts the target speed of the automatic driving to realize the automatic driving function that can be intervened by humans, including: starting, accelerating, decelerating, constant speed, and stopping.

[0129] Furthermore, the operating direction is calculated through the plan being executed in the shunting work order, combined with the marshaling information, the position of the locomotive in the train and the horizontal adjustment: starting, pushing, coupling, and automatically calculating the direction of automatic driving.

[0130] Furthermore, the shunting operation system automatically calculates the parking points based on the line conditions, signal status, marshaling information and the distribution of vehicles left in the station.

[0131] Furthermore, the present invention provides all-round protection for scenes such as signals, line ends, switches, special sections, retained vehicles, crossings, anti-slip devices, derailers, boundaries between concentrated areas and non-concentrated areas, station boundaries, temporary speed limits, the rear of the preceding vehicle, and obstacles.

[0132] Furthermore, the present invention particularly performs protection for all operation scenarios, including entry and exit from the warehouse, pushing operations, pulling out operations, pulling in operations, turning back operations, throwing off vehicles on empty lines, throwing off vehicles on storage lines, connecting operations, pressing and turning back, cross-field operations, operations across the boundaries of concentrated areas and non-concentrated areas, and cross-station operations.

[0133] In other words, the present invention collects and controls the status of the guardrail at the crossing, accesses the horizontal adjustment signaling to realize operations such as coupling, trial pulling, automatic reverse trial pulling, pulling out and parking for mid-way reversal, disassembles the stress condition of the train during the idling time to optimize the protection curve and braking distance, calculates the braking protection curve once through the horizontal adjustment signaling and adjusts the automatic driving target speed, calculates the operating direction according to the shunting operation sheet plan, automatically calculates the parking point according to the line conditions, etc., performs all-round protection for various scenarios such as signal machines, and protects all operation scenarios such as entering and leaving the warehouse, thereby improving the response capability of the shunting automatic driving field in complex scenarios such as coupling and uncoupling operations, signal pressure reversal operations, etc. within the coverage line.

[0134] Fig.11 Schematic diagram of shunting locomotive positioning architecture. In the present invention, the shunting locomotive positioning problem can be solved by using the collection layer, perception layer and fusion layer architecture.

[0135] The acquisition layer is responsible for collecting relevant information from Beidou satellites, inertial sensors, speed sensors, transponders, and track circuits. The perception layer receives data from the acquisition layer and performs preliminary processing, including differential positioning, inertial navigation, speed integration, position correction, and map matching. In the fusion layer, all received information is fused and calculated, and positioning errors are detected and compensated.

[0136] On the other hand, for the problem of retaining vehicle positioning, the acquisition layer mainly obtains locomotive positioning information, shunting operation information, hook completion status and other data. The perception layer receives the data from the acquisition layer and performs preliminary processing. In the fusion layer, all information is fused and calculated, and the detection and compensation of positioning errors are completed.

[0137] In addition, the system uses the operation logic time-space correlation positioning method to calculate the position of the remaining car when uncoupling based on data such as locomotive position, train formation information, historical position information, and operation hook plan execution status. During the train uncoupling operation, the coupler needs to report the coupling and uncoupling status in a timely manner through a handheld terminal.

[0138] For example, in a specific embodiment, based on the above architecture, in order to cope with the challenge of poor positioning accuracy in complex scenarios (such as when there are many turnouts and the GNSS signal is weak or absent), the present invention further proposes the following solution for obtaining the real-time position of the shunting locomotive and the real-time position of the reserved locomotive:

[0139] An information fusion processing module is set up in the shunting protection and assisted driving subsystem, and at least the following information is received: (1) the relative offset position information of the track obtained by querying the transponder number obtained by matching it in the station electronic map; (2) speed information and displacement information provided by at least an accelerometer (such as an inertial sensor) and a speed sensor; (3) longitude information, latitude information and precision factor information provided by a Global Navigation Satellite System (GNSS) receiver; (4) shunting locomotive track occupancy information provided based on the section occupancy information provided by the interlocking system.

[0140] The information fusion processing module obtains multiple positioning results according to the received information, and selects the positioning result with the smallest error as the real-time position of the shunting locomotive according to the information source error; and, at least a number of track relative offset position information about the sampling points are configured in the station electronic map; in the process of obtaining the positioning result according to the longitude information and the latitude information, it includes: according to the mapping point of the longitude information and the latitude information in the station electronic map, obtaining the track relative offset position information of the mapping point.

[0141] The track relative offset position information of the mapping point is obtained by projecting the mapping point on a continuous polyline segment. Specifically, the coordinates in the electronic map can be projected on each polyline segment in the continuous polyline segment, and the polyline segment with the closest projection distance is the polyline segment closest to the coordinates. The offset of the projection point of the coordinate on the closest polyline segment from the starting point of the closest polyline segment plus the sum of the offsets of all polyline segments from the closest polyline segment to the starting point of the track can be regarded as the track relative offset position information of the coordinates.

[0142] Preferably, the sampling points also include the following positions: signal machines, switch points and switches in the station; and the sampling points include the location of the transponder. In the electronic map of the station, the positions of several sampling points constitute a continuous broken line segment; the relative offset position information of the track refers to the offset information of a physical position point of the track relative to the starting point of the track.

[0143] The real-time position of the train formation can be determined based on the shunting operation sheet forwarded by the ground control center and the actual execution of the shunting operation sheet; the forwarded shunting operation sheet comes from the dispatching command system. In the process of determining the real-time position of the train formation, it includes: if the train executes the operation of coupling or detaching the reserved car, the train formation information is updated, and the front and / or rear position information of the train formation is updated according to the operation type.

[0144] For the initial position of the retained car, the longitude and latitude information of the retained car can be obtained through positioning equipment, or the distance between the retained car and the nearest station equipment can be manually entered to determine the initial position of the retained car; or, the position information of the train formation that has performed coupling or detaching operations can be cached in the ground control center, and the cached position of the train formation can be used as the initial position of the retained car.

[0145] Furthermore, the real-time position of the reserved car can be determined based on the shunting operation sheet forwarded by the ground control center; if the reserved car does not participate in the operation in the shunting operation sheet, the real-time position of the reserved car is the initial position information of the reserved car cached by the ground control center. If the reserved car participates in the operation in the shunting operation sheet, the real-time position of the reserved car is updated after the uncoupling or coupling operation is performed according to the actual execution of the shunting operation sheet and the real-time position of the train formation, and the real-time position of the reserved car is recorded in the memory of the ground control center.

[0146] Compared with the traditional GNSS-based positioning solution, the above positioning solution of the present invention, on the one hand, is more accurate in complex scenarios (such as a large number of switches) because of the introduction of the relative offset position information of the tracks; on the other hand, a real-time joint positioning system is constructed through information interaction with the ground control center, thereby improving the safety and reliability of the overall operation of the railway system.

[0147] Fig.12 This is a schematic diagram of obstacle detection and protection. When the onboard equipment controls the operation of a single locomotive or pulls a train, the onboard intelligent sensing subsystem uses intelligent sensing technology to automatically detect whether there are obstacles such as foreign objects and people on the track, crossing, etc. in front of the locomotive. In the present invention, not only is it automatically identified whether the foreign object is on the trackside or on the track, but it is also automatically measured The distance between the foreign object and the locomotive head.

[0148] The onboard equipment will then determine whether the obstacle has intruded into the limit. If so, the auxiliary driving curve will be recalculated based on the distance between the obstacle and the front of the vehicle, and an additional safety distance will be reserved to ensure that the vehicle can stop safely in front of the obstacle.

[0149] When an obstacle is detected, the onboard equipment will take graded response measures according to the distance between the obstacle and the front of the vehicle and the current vehicle speed. If the obstacle is far away (exceeding the preset value), the locomotive will sound the horn to warn and slow down; if the obstacle is close (not exceeding the preset value), the brake will be applied to stop the vehicle. At the same time, the driver will be prompted through the human-machine interface through sound and light alarms.

[0150] As one of the important advances of the present invention, the present invention can realize the full digital management of operations. Specifically, it includes one or more of the following technical means:

[0151] In certain embodiments, the operation plan, current vehicle distribution, production progress status, and station monitoring information related to the station operation are synchronized to the operation terminal of each operator in real time. Based on this, the shunting team can obtain and execute the latest information related to the operation in a timely manner to ensure the efficient development of the operation.

[0152] In certain embodiments, the present invention uses mobile devices to direct on-site operations during the process of executing the planned route segmentation or step by step. Through the intelligent voice broadcast system, the corresponding key information that needs to be conveyed to the driver and the shunter is automatically analyzed and screened, thereby replacing the traditional radio intercom method to achieve accurate and efficient shunting joint control and vehicle computer joint control.

[0153] In certain embodiments, the shunting operation system of the present invention is designed to strictly follow and be based on the station shunting operation system, job responsibilities, business processes and operation rules. Based on different roles and divisions of labor, combined with specific operation conditions, the handheld platform guides outdoor operators to submit the operation results to the background management server in a variety of ways such as text, pictures, videos or audio recordings. The background conducts in-depth analysis and processing of these results, thereby realizing closed-loop management of the operation process and ensuring the quality and safety of the operation.

[0154] In certain embodiments, the present invention uses digital twin technology to achieve a visual display of all elements of railway electrical services by constructing a railway station model and an electronic line map, where the railway electrical services include tracks, turnouts, switch machines, and signal machines, etc. This display provides an accurate time and space reference for operation management and safety protection, making it easier for managers to fully understand the station situation.

[0155] In certain embodiments, the present invention realizes comprehensive collaborative management and data sharing between different areas and different positions inside and outside the station by connecting IT (information technology), OT (operational technology), and IoT (Internet of Things) data and using wireless communication technology. This method can enable field posts to realize mobile operations, significantly improve work efficiency, and reduce the labor intensity of field staff.

[0156] In certain embodiments, the shunting operation system is equipped with Beidou high-precision positioning service with centimeter-level accuracy (when the GNSS signal strength is high), and the location information is reported in real time. Based on the GIS engine, the location and trajectory of personnel and shunting machines can be displayed in real time, providing strong support for the safety of operators. In addition, the present invention realizes the transparency of the operation process, can grasp the trajectory of outdoor operators in real time, and conduct real-time visual monitoring of operators throughout the process.

[0157] In certain embodiments, the shunting operation system of the present invention is equipped with an electronic fence function, which can safely locate and supervise the set area, effectively preventing personnel or equipment from exceeding the specified area. At the same time, the present invention can use voice prompts, automatic alarms and other functions to warn of dangerous behaviors and train approaching situations, strengthen the control of operation safety, and ensure the personal safety of outdoor workers at the station.

[0158] It should be noted that the methods described herein describe possible implementations, and that operations and steps may be rearranged or otherwise modified, and that other implementations are possible. Furthermore, aspects from two or more of the methods may be combined.

[0159] The functions described herein can be implemented in hardware, software executed by a processor, or any combination thereof. Whether referred to as software, firmware, middleware, microcode, hardware description language or other names, software should be broadly interpreted as meaning instructions, instruction sets, codes, code segments, program codes, programs, subroutines, software modules, applications, software applications, software packages, routines, subroutines, objects, executable files, threads of execution, processes or functions. If implemented with software executed by a processor, the functions can be stored on a computer-readable medium or sent by a computer-readable medium as one or more instructions or codes. Other examples and implementations are within the scope of the present application and the appended claims. For example, due to the nature of software, the functions described herein can be implemented using software, hardware, hard wiring or any combination of these items executed by a processor. The features that implement the functions can also be physically located at various locations, including being distributed so that the various parts of the functions in the functions are implemented at different physical locations.

[0160] The above description is only a specific implementation mode of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of changes, replacements or omissions within the technical scope disclosed by the present invention, which should be covered by the protection scope of the present invention.

Claims

1. A shunting operation system, characterized in that: It includes shunting protection and assisted driving subsystem, vehicle-mounted intelligent perception subsystem, intelligent management and control data platform and communication subsystem; the shunting protection and assisted driving subsystem includes vehicle-mounted subsystem and ground subsystem; The on-board subsystem includes the on-board host for shunting auxiliary driving, DMI, query host, satellite module and 5G radio; the ground subsystem includes the host unit, communication interface unit, operation terminal and maintenance interface unit; the on-board intelligent perception subsystem is used to complete obstacle detection and alarm functions; the intelligent management and control data platform includes data layer, data support layer, application layer and operation layer; the communication subsystem is used to realize wired communication and / or wireless communication between various system modules in the shunting operation system; and, The onboard host of the shunting auxiliary driving includes two host units with the same internal structure and two expansion units with the same internal structure; The host unit and the expansion unit include a main controller and a central processing unit respectively, and both include a communication board. Two communication links are established between the host unit and the expansion unit by means of the communication board. In addition to using the internal communication card, the main controllers in the two host units can take over the communication card in the host unit; In addition to using the internal communication board, the central processors in the two expansion units can take over the use of the communication boards in the expansion units.

2. The shunting operation system according to claim 1, characterized in that: The host unit also includes a relay, and the relay establishes a communication connection with the vehicle body interface; The analog module in the host unit converts at least the output signal of the multi-channel speed sensor and the output signal of the pressure sensor into digital signals and sends them to the main controller in the host unit; The plane shunting signal and diesel engine speed signal are sent to the main controller in the host unit through the FSK module in the host unit; Through the RS-485 interface, establish the communication connection between the query host and the main controller; The two independent satellite modules and 5G radios establish communication connections with the communication boards in the two expansion units respectively; The two independent DMIs establish communication connections with the communication boards in the two host units respectively.

3. The shunting operation system according to claim 1 or 2, characterized in that: The handheld station is equipped with a 5G module, the vehicle-mounted station is equipped with a 5G module and a ranging module, and the vehicle-mounted host is equipped with an LTE-R private network module, a 5G module, and a positioning module; The handheld station, vehicle-mounted station and vehicle-mounted host can all establish connections with public network base stations, and the vehicle-mounted host can also establish connections with private network base stations.

4. The shunting operation system according to claim 1 or 2, characterized in that: The shunting operation system collects and controls the status of the guardrail at the crossing, accesses the horizontal shunting signaling to realize the pull-out and parking operations of coupling, trial pulling, automatic reverse trial pulling, and mid-way reversal, disassembles the stress condition of the train during the idling time and optimizes the protection curve and braking distance; and calculates the braking protection curve once through the horizontal shunting signaling and adjusts the automatic driving target speed; calculates the operating direction according to the shunting operation order plan, and calculates the parking point according to the line conditions.

5. The shunting operation system according to claim 4, characterized in that: When the on-board equipment controls the operation of a single locomotive or a traction train, the on-board intelligent sensing subsystem detects whether there are obstacles on the track or at the crossing ahead of the locomotive; and When an obstacle is detected, the distance between the obstacle and the front of the vehicle is recalculated in the auxiliary driving curve, and an additional safety distance is reserved. The driver is prompted in the DMI by means of sound and light alarms, and the on-board equipment takes graded response measures according to the distance between the obstacle and the front of the vehicle and the current vehicle speed: If the obstacle distance exceeds the preset value, the control locomotive will sound the horn to warn and slow down; If the obstacle distance does not exceed the preset value, the braking stop operation is implemented.

6. The shunting operation system according to claim 1 or 5, characterized in that: The maintenance interface unit is a dual-machine hot standby structure, which is used to collect the operating status of the shunting control center during operation, and to perform board-level fault diagnosis and monitoring for the shunting control center, and store equipment status and alarm information locally, and download recorded data through the debugging maintenance network port for analysis.

7. The shunting operation system according to claim 6, characterized in that: The intelligent management and control data platform includes a vehicle-mounted station, a district chief station, a handheld station and a comprehensive operation management platform, and the comprehensive operation management platform includes a management terminal, an operation management server, a multimedia server and a background management server; According to the station shunting operation system, job responsibilities, business processes and operating rules, based on different roles and division of labor, and combined with specific operating conditions, the handheld platform guides outdoor workers to submit the operation results to the background management server through text, pictures, video or audio recording, so that the background management server can analyze and process the operation results.

8. The shunting operation system according to claim 7, characterized in that: The operation plan, vehicle distribution, production progress and station monitoring information related to the station operation are synchronized to the operation terminal of each operator in real time; and, The shunting operation system automatically analyzes and filters the corresponding key information that needs to be conveyed to the driver, crew and shunter through the voice broadcast system.

9. The shunting operation system according to claim 1 or 8, characterized in that: By setting an information fusion processing module in the shunting protection and auxiliary driving subsystem, and receiving at least the following information: the relative offset position information of the track obtained by querying the transponder number obtained by matching in the electronic map of the station; speed information and displacement information; longitude information and latitude information and precision factor information, and shunting locomotive track occupancy information; The information fusion processing module obtains multiple positioning results according to the received information, and selects the positioning result with the smallest error as the real-time position of the shunting locomotive according to the information source error; wherein, the station electronic map is configured with at least some track relative offset position information about the sampling points; and in the process of obtaining the positioning result according to the longitude information and the latitude information, it includes obtaining the track relative offset position information of the mapping point according to the longitude information and the latitude information in the station electronic map.

10. The shunting operation system according to claim 9, characterized in that: The sampling points include the positions of signal machines, switch points, switches and transponders in the station yard; in the electronic map of the station yard, the positions of several sampling points constitute a continuous broken line segment; the relative offset position information of the track refers to the offset information of a physical position point of the track relative to the starting point of the track; The real-time position of the train formation is determined based on the shunting operation order forwarded from the dispatching command system by the ground control center and the actual execution of the shunting operation order; if the train executes the operation of coupling or detaching a retained car, the train formation information is updated, and the front and / or rear position information of the train formation is updated according to the operation type.

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