List type metallurgical enterprise railway shunting operation command system

Abstract

The invention belongs to the technical field of railway vehicle command, and provides a list type metallurgical enterprise railway shunting operation command system, which comprises a plan management system, an existing vehicle management system, a centralized dispatching system, a locomotive positioning system, a microcomputer interlocking system and a horizontal dispatching system, the system utilizes computer enterprise cloud, a computer database and a computer network communication technology to construct a data exchange and storage platform so as to realize integration and sharing of information in the system; a shunting operation plan of the plan management system is transmitted to each subsystem in the system through a wireless network, and each subsystem feeds back an execution result to the data exchange and storage platform. The system adopts a list type current vehicle dispatching mode and a dispatching centralized type current vehicle dispatching mode to generate a shunting instruction, under the condition that the system can clearly master all attributes of vehicles in a whole plant area, rapid shunting instruction compilation is carried out according to one or several attributes, and on the basis that the plan editing efficiency is improved by dozens of times, the scheduling efficiency is greatly improved. And the safety risk caused by wrong picking and hanging of the vehicle is reduced.

Description

Technical Field

[0001] The present invention belongs to the technical field of enterprise railway logistics informatization, and relates to optimizing the shunting operation of metallurgical enterprises. Specifically, it is a list-type railway shunting operation command system for metallurgical enterprises. Background Art

[0002] The railway dispatching and command system of metallurgical enterprises is a key system used to command on-site railway operations, which directly affects the logistics efficiency of enterprises relying on railway transportation; dispatching personnel need to clearly know the distribution of on-site vehicles and actual production requirements to complete railway shunting operations.

[0003] Since there are many vehicles entering and leaving the factory by railway every day, and railway vehicles are all passive vehicles and cannot be tracked on-site by installing positioning devices, most current metallurgical enterprises track vehicles by compiling shunting instructions and then completing the instructions.

[0004] The railway dispatching of metallurgical enterprises will compile shunting instructions according to the distribution of in-stock vehicles in the logistics management system, and then issue the instructions to shunters. The shunters complete the shunting operations according to the instructions; currently, there are two instruction compilation modes in China: one is to compile shunting instructions in a manual input manner, and the other is to complete the compilation of shunting instructions by dragging on the yard plan. These two instruction compilation modes have a common drawback, that is, the attributes of in-stock vehicles cannot be fully displayed. The dispatcher can only remember the number of cars to be uncoupled and coupled through the in-stock vehicle information in the logistics management system, and then compile shunting instructions. In enterprises with relatively complex railway operations, this way of compiling shunting instructions seriously affects the efficiency of railway vehicle dispatching, and at the same time, it is easy to make mistakes such as miscounting cars, resulting in chaos in in-stock vehicle tracking.

[0005] Regarding vehicle tracking, the current mainstream practice in China is to rely on the section changes of the microcomputer interlocking of each yard to automatically calculate, and use the state changes of the target section as the basis for automatic uncoupling. Then, due to the limitations of the existing microcomputer interlocking, the following problems exist in this implementation method: The number of tracks and the number of throat turnouts in some yards are very large, and the layout is complex. Especially after the introduction of centralized traffic control, the layout of the entire operation terminal lines is too compact, and the gaps between each line are too small, so that the dispatcher cannot intuitively locate the target locomotive and track; The length of the yard plan often does not match the actual track length, so the in-stock vehicles on the track may not be fully displayed; although it is known that the locomotive is in this section, due to the too long track, the positions of the locomotive and in-stock vehicles cannot be accurately located; Since vehicle tracking is based on the continuous change of section status, when a track circuit fails, such as poor shunting, the vehicle tracking will abnormally exit; Automatic uncoupling based on section status changes. Since there are often parked vehicles on the cargo lines or target tracks, the target section is in an occupied state. At this time, the opportunity for automatic uncoupling will be greatly advanced, resulting in the discrepancy between the actual vehicle status and the reality. This implementation method cannot automatically handle the situation where two or more locomotives operate on the same track. This implementation method cannot automatically handle the areas not covered by interlocking signals, such as manual switch areas. In metallurgical enterprises, there are situations where vehicles are too long to fully enter the tracks. Since the accurate positions of locomotives and their coupled vehicles cannot be accurately grasped only based on the section status, the accurate automatic route arrangement function cannot be realized.

[0006] In summary, in actual operation, the optimization of shunting operations in some domestic metallurgical enterprises is often partial and single. It is impossible to unify all information flows into a management platform, and the connectivity and interoperability between various systems are relatively poor. Due to the logical inconsistency of each system, as well as the differences in software and hardware and data structures, and the diversity and complexity of information, it is also non-instantaneous for monitoring and management. This makes it impossible to achieve unified scheduling for the optimization and management of the shunting process, thereby restricting the operation efficiency. Relying too much on the manual management mode cannot ensure long-term stability and safety. Summary of the Invention

[0007] The purpose of the present invention is to provide a list-type railway shunting operation command system for metallurgical enterprises, which can not only conveniently view all attributes of in-stock vehicles, but also quickly compile shunting instructions, and at the same time can integrate the existing centralized traffic control system to improve the efficiency of railway vehicle dispatching and facilitate the dispatcher to clearly master the distribution of on-site vehicles.

[0008] The technical solution adopted by the present invention to achieve the above purpose is: A list-type railway shunting operation command system for metallurgical enterprises includes a plan management system, an in-stock vehicle management system, a centralized traffic control system, a locomotive positioning system, a microcomputer interlocking system, and a voice dispatching system. The system uses computer enterprise cloud, computer database, and computer network communication technologies to build a data exchange and storage platform to realize the integration and sharing of information within the system. The shunting operation plan of the plan management system is transmitted to each subsystem within the system through wireless network, and each subsystem then feeds back the execution results to the data exchange and storage platform.

[0009] The system dispatching modes include a list-type in-stock vehicle dispatching mode and a centralized traffic control-type in-stock vehicle dispatching mode. The list-type in-stock vehicle dispatching mode and the centralized traffic control-type in-stock vehicle dispatching mode share on-site management data, and the on-site management data includes an on-site information table and a track information table.

[0010] The in-stock vehicle information table uses the unique vehicle identifier as the primary key. The information covers the attributes that need to be concerned during shunting operations, including car number, vehicle type, vehicle location, locomotive number, conversion length, cargo name, departure station, arrival station, vehicle status, and export. The attributes are operated in the corresponding modules of the logistics management system, and the attribute is updated in a timely manner when the vehicle attribute changes.

[0011] The track information table uses the unique track identifier as the primary key. The information covers the attributes of the tracks in the station yard, including: track number, affiliated station yard or section, interlocking section status, length, topological direction, and sequence direction; all tracks define the north-south or east-west topological direction according to the geographical location direction of the station yard, and at the same time define the sequence direction on the track.

[0012] The list-type in-stock vehicle dispatching mode directly matches the corresponding vehicles on the track from the open car number to the locomotive area within the clear dispatching jurisdiction area of locomotives and tracks to complete the plan for the locomotive to attach cars from the track, or matches the vehicles on the locomotive to the track position to complete the plan for the locomotive to detach cars on the track.

[0013] The centralized dispatching on-site dispatching mode generates dispatching instructions directly on the station yard map of the centralized dispatching system. The station yard map uses an equal-scale electronic map of the entire plant's railway route. The map is a two-dimensional directed topological map, and each edge corresponds to a section of the railway and has a one-to-one correspondence with the track information table. The dividing points of the station yard include insulation joints, switch points, dead-end lines, and logical dividing points. Among them, the switch is divided into the front branch section, the normal position section, and the reverse position section. When there is a situation of section sharing in the switch group composed of multiple switches, a virtual logical dividing point is added to divide the shared section into two.

[0014] The locomotive positioning system obtains the locomotive positioning coordinates through Beidou satellite differential positioning, maps them to the correct electronic map section, and displays the logical position of the locomotive on the map through the display interface of the centralized dispatching system, and realizes in-stock vehicle tracking by combining the in-stock vehicle information and the track information.

[0015] Receive the shunting plan from the plan management system through the flat adjustment system, feedback the uncoupling instruction according to the pick-up and drop-off situation of the cargo position line, and the in-stock vehicle management system calculates the switching from the in-transit locomotive to the track vehicle and the accurate parking position of the track vehicle, and completes the route arrangement function in combination with the centralized dispatching system according to the locomotive and in-stock vehicle conditions.

[0016] Each hook plan in the shunting operation plan in the calculation management system is automatically uploaded during the execution process and is shared and interconnected with the in-stock vehicle management system. The system also counts the running distance and operation time of each hook plan as the basis for the statistics of operation punctuality, realizing full-process control.

[0017] The beneficial effects of the present invention are: 1. The system can quickly master the distribution of in-stock vehicle resources; 2. The system can quickly compile shunting instructions; 3. The system can avoid the ineffective reverse shunting caused by wrong car passing and the safety risks brought by wrong car coupling;

[0018] 4. The system can be compatible with other safety control systems related to railway dispatching and display all information on one interface. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 is a schematic diagram of the structural composition of the present invention; Figure 2 is a schematic diagram of the list-type dispatching command system of the present invention; Figure 3 is a schematic diagram of the in-track current cars and locomotive current cars in sequence of the present invention; Figure 4 is a schematic diagram of the list-type plan compilation interface of the centralized traffic control of the present invention; Figure 5 is a schematic diagram of the mapping relationship between the actual map and the station yard map of the present invention; Figure 6 is a timing diagram of the system execution of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0020] The present invention will be further described below with reference to the accompanying drawings: A railway shunting operation command system for metallurgical enterprises, as Figure 1As shown in the figure, it includes a plan management system, an in-stock vehicle management system, a centralized traffic control system, a locomotive positioning system, as well as a computer interlocking system and a train dispatching communication system integrated through a hardware interface. The plan management system is used to compile shunting plans and handle the logical relationship between shunting plans and their execution, presenting the in-stock vehicle information in the form of a list or a station yard diagram. When the train dispatching communication system feedbacks that the plan has been executed, it sends the plan execution situation and the in-stock vehicle information after execution to the in-stock vehicle system to update the in-stock vehicle situation. The in-stock vehicle management system is used to record the position information of vehicles and locomotives as well as the vehicle information on the tracks. It updates the in-stock vehicle positions according to the shunting plans generated by the plan management system and the plan completion feedback from the train dispatching communication system. The position of the locomotive is fed back by the locomotive positioning system. In this way, both the stationary vehicles in the tracks and the vehicles moving with the locomotive can be fully tracked by the in-stock vehicle management system. The locomotive positioning system provides the Beidou positioning information of the locomotive for the in-stock vehicle management system and simultaneously displays the opening situation of the approaching route in front of the vehicle issued by the centralized traffic control system for the operator to view. The train dispatching communication system is used for communication between the dispatcher, shunters, and drivers. At the same time, it can send the shunting instructions of the plan management system to the shunters. After the shunters complete the instructions, they can operate and complete on the train dispatching communication system and feedback to the plan management system. The shunting instructions generated by the plan management system and the in-stock vehicle information of the in-stock vehicle management system are simultaneously sent to the centralized traffic control system. The centralized traffic control system calculates the locomotive's route based on the shunting instructions, the in-stock vehicle situation, and the on-site track occupancy situation provided by the computer interlocking system, and simultaneously sends the route information to the computer interlocking system. When the computer interlocking system receives the route information from the centralized traffic control system, it opens the corresponding signals and switches, and at the same time feeds back the track circuit information to the centralized traffic control system. The centralized traffic control system then locks the locomotive on the track where the track circuit red light band is located according to the locomotive positioning information to eliminate the positioning information error. The shunting operation command system is the entire logistics management system, which accepts the operation plans issued by the production system and the management of information such as vehicles and goods, provides the next shunting instructions for the centralized traffic control system, provides the changes in the in-stock vehicle attributes for the in-stock vehicle management system, such as the attribute changes of the loaded heavy vehicles, and provides the operation tasks for the plan management system.

[0021] The system uses computer enterprise cloud, computer database, and computer network communication technologies to build a data exchange and storage platform to achieve the integration and sharing of information within the system. The shunting operation plans of the plan management system are transmitted to each subsystem within the system through wireless networks, and each subsystem then feedbacks the execution results to the data exchange and storage platform.

[0022] The dispatching modes of the system include the list-type in-stock vehicle dispatching mode and the centralized traffic control in-stock vehicle dispatching mode. The list-type in-stock vehicle dispatching mode and the centralized traffic control in-stock vehicle dispatching mode share the on-site management data, and the on-site management data includes the in-stock vehicle information table and the track information table. The in-stock vehicle information table uses the vehicle's unique identifier as the primary key. The information covers the attributes that need to be concerned during shunting operations, including car number, vehicle type, vehicle location, locomotive number, conversion length, cargo name, departure station, arrival station, vehicle status, and export. The attributes are operated in the corresponding modules of the logistics management system, and the attribute is updated in a timely manner when the vehicle attribute changes.

[0023] The track information table uses the track's unique identifier as the primary key. The information covers the various attributes of the tracks in the station yard, including: track number, affiliated station yard or section, interlocking section status, length, topological direction, and sequence direction; all tracks define the north-south or east-west topological direction according to the geographical location direction of the station yard, and at the same time define the sequence direction on the track; the vehicle information of the track shown in the track information table can display the attributes related to shunting information of all vehicles in the track in the form of a list when the track is selected, to facilitate the dispatcher to query vehicle information. At the same time, on the centralized dispatching interface, when selecting the vehicles on the track, all the attributes of the vehicles on the track can be displayed in the form of a list. When making a shunting plan, select the vehicle to be disconnected (the open car number), then directly leave the remaining vehicles of the plan on the track, and move the disconnected part together with the vehicles attached to the locomotive to the target track, then the compilation of the shunting plan is completed.

[0024] The list-style in-stock vehicle dispatching mode, as Figure 2 shown, Mark 1 is the vehicle carried by the locomotive and its attributes, Mark 2 is all the locomotives and their location information in the area, Mark 3 is all the tracks in the area and the vehicle information staying in the tracks, Mark 4 is the vehicles on the selected track and all their attribute information, and Mark 5 is the shunting instruction information of all vehicles. By clearly presenting the vehicle information of locomotives and tracks within the dispatching jurisdiction area, quickly master all vehicle resources within the area. When compiling shunting instructions, only need to directly match the corresponding vehicles on the track from the open car number to the corresponding locomotive area to complete the plan of the vehicles carried by the locomotive from this track, as Figure 3 shown; at the same time, the vehicles on the locomotive can also be matched to the track position to complete the plan of detaching the vehicle from the locomotive on the track. Directly matching the locomotive number to the track name can generate a plan for the vehicles carried by the locomotive to pass through this track; in this way, under the condition of controlling the vehicle resources and attributes of the entire factory area, shunting instructions can be quickly edited, which is more convenient than the traditional mode of directly inputting the track, + / -, and number of vehicles in the system, and it is not easy to have accidents of miscounting vehicles. For example, if the defective cars that cannot be loaded are found and grouped together in the area under control, the defective cars can be quickly found through the vehicle status information, and the defective cars can be grouped together through the quick matching method, and the plan editing efficiency can be increased by dozens of times.

[0025] The centralized dispatching in-stock vehicle dispatching mode, as Figure 4As shown, the distribution of current vehicles is displayed through the station map, and the dispatching instructions are generated directly on the station map of the centralized dispatching system; the advantage of the simple centralized dispatching current vehicle dispatching mode is that the vehicle distribution and the occupancy of the lines in the station can be intuitively grasped; the disadvantage is that when the station scale is large, it is impossible to clearly grasp all the attributes of the vehicles in each track. When dispatching is required, it is necessary to combine the list-based current vehicle dispatching mode. When there are many vehicles in the track, the vehicles in the centralized dispatching system are crowded together, and it is difficult to choose which car to disconnect from, and it is easy to make a wrong choice. Selecting the open car number by input affects the shunting efficiency. The list-based display can quickly query all the key attributes of all vehicles in the track. When shunting according to one or several attributes, the car can be quickly selected, and the mouse can be dragged to the target track at the same time. Then the locomotive and the attached vehicles all arrive at the target track, and all the vehicles behind the open car number remain in this track, thus generating a shunting instruction.

[0026] The electronic map of the station diagram is the basis for tracking the current train on the track. Since the interlocking station diagram is a non-scale schematic diagram, it is necessary to survey and make a scaled electronic map of the railway route of the whole plant based on the actual map. The electronic map of the railway route is a two-dimensional directed topological map, such as Figure 5 As shown, each edge corresponds to a section of the railway and establishes a one-to-one correspondence with the track information table. The segmentation points of the station include the insulating node, the turnout tip, the end line and the logical segmentation point. The turnout is divided into the front branch section, the positioning section and the reverse section. When a turnout group composed of multiple turnouts has a shared section, a virtual logical segmentation point is added to divide the shared section into two.

[0027] Based on the actual electronic map data, the locomotive positioning system obtains the positioning coordinates through Beidou satellite differential positioning and maps them to the correct electronic map section. The logical position of the locomotive on the map can be displayed through the display interface of the centralized dispatching system, and the current vehicle information and track information can be combined to realize the current vehicle tracking; and the shunting plan of the plan management system is received through the horizontal shunting system, and the clearing instruction is fed back according to the unhooking and hooking situation of the cargo line. The current vehicle management system calculates the switching from the in-transit vehicle to the track vehicle according to the instruction, and calculates the precise parking position of the track vehicle, and then completes the automatic route arrangement according to the situation of the locomotive and the current vehicle in combination with the centralized dispatching system.

[0028] Each hook plan in the shunting operation plan in the planning management system is automatically uploaded during the execution process and is shared and communicated with the current vehicle management system. The system also counts the running and operation time of each hook plan as the statistical basis for the just-in-time operation, realizing full process control.

[0029] like Figure 6 As shown, the timing of system execution is: Before starting, the system will send the job tasks and real-time changes in vehicle attributes to the in-stock management system. The locomotive positioning system will send the real-time changing locomotive positioning information to the plan management system and the in-stock management system. The in-stock management system will send the static in-stock information of the tracks and the information of the vehicles carried by the locomotive to the plan management system. The microcomputer interlocking system will send the network occupancy situation to the dispatching centralized system, and the dispatching centralized system will send the network occupancy situation to the locomotive positioning system to correct the locomotive positioning error.

[0030] 1. The plan management system requests to obtain the locomotive positioning to get the locomotive position and the vehicle attributes carried by the locomotive, and at the same time obtains the static vehicle information of the tracks in the in-stock system.

[0031] 2. The locomotive positioning system returns the locomotive positioning to the plan management system, and all the static and dynamic vehicle information and the locomotive position are displayed in the plan management system.

[0032] 3. In the plan management system, the operation plan is compiled by means of list dragging or yard plan dragging. After the compiled operation plan is issued to the dispatching centralized system to request the opening of the route (routing), the plan is also issued to the flat control system for shunting personnel to query and unhook (complete the operation of the plan), and the shunting plan is synchronously issued to the in-stock system for subsequent in-stock update.

[0033] 4. The dispatching centralized system determines the route opening priority according to the network occupancy situation and the task level, and issues the opening instruction to the microcomputer interlocking system for execution.

[0034] 5. The microcomputer interlocking system sends the interlocking execution feedback to the dispatching centralized system.

[0035] 6. The dispatching centralized system sends the route arrangement feedback to the plan management system, and also sends the planned route arrangement situation to the locomotive positioning system to correct the positioning deviation during the locomotive operation.

[0036] 7. The plan management system issues the shunting instruction and the route opening situation to the flat control system. The on-site shunting personnel can view the shunting instruction and know the route opening situation ahead to command the locomotive operation.

[0037] 8. When the operation is completed, the on-site shunting personnel use the flat control system to send the flat control unhook instruction to the plan management system.

[0038] 9. After receiving the unhook instruction, the plan management system sends the updated in-stock information to the in-stock system, and the static in-stock information is updated, realizing the closed-loop of vehicle tracking.

Claims

1. A list-based railway shunting operation command system for metallurgical enterprises, characterized by: It includes a planning management system, a current vehicle management system, a centralized dispatching system, a locomotive positioning system, a microcomputer interlocking system and a shunting system. The system uses computer enterprise cloud, computer database and computer network communication technology to build a data exchange and storage platform to achieve information integration and sharing within the system. The shunting operation plan of the planning management system is transmitted to each subsystem in the system through a wireless network, and each subsystem then feeds back the execution results to the data exchange and storage platform.

2. According to claim 1, a list-based railway shunting operation command system for metallurgical enterprises is characterized by: The system's dispatching modes include a list-based on-site vehicle dispatching mode and a centralized on-site vehicle dispatching mode; the list-based on-site vehicle dispatching mode and the centralized on-site vehicle dispatching mode share on-site management data, and the on-site management data include an on-site vehicle information table and a track information table.

3. A list-based railway shunting operation command system for metallurgical enterprises according to claim 2, characterized in that: The vehicle information table uses the vehicle's unique identifier as the primary key, and the information covers the vehicle's attributes that need to be paid attention to during shunting operations, including vehicle number, vehicle model, vehicle location, locomotive number, length change, cargo name, departure station, arrival station, vehicle status, and delivery port. The attributes are operated in the corresponding module in the logistics management system, and the attributes are updated in a timely manner when the vehicle attributes change.

4. According to claim 2, a list-based railway shunting operation command system for metallurgical enterprises is characterized by: The track information table uses the track unique identifier as the primary key, and the information covers various attributes of the track in the station, including: track number, station or section, interlocking section status, length, topological direction, and sequence direction; all tracks define the north-south or east-west topological direction according to the geographical location of the station, and at the same time define the sequence direction on the track.

5. A list-based railway shunting operation command system for metallurgical enterprises according to claim 4, characterized in that: The track information table can be searched and queried individually in the list scheduling display mode, and can be directly selected and queried in the centralized scheduling display mode.

6. The list-based railway shunting operation command system for metallurgical enterprises according to claim 2 is characterized by: The list-based current vehicle dispatching mode clearly dispatches the vehicle information of the locomotives and tracks within the jurisdiction area, and directly matches the corresponding vehicles on the track from the open vehicle number to the locomotive area to complete the plan of the locomotive hooking up the vehicle from the track, or matches the vehicle on the locomotive to the track position to complete the plan of the locomotive removing the vehicle from the track.

7. The list-based railway shunting operation command system for metallurgical enterprises according to claim 2 is characterized by: The centralized dispatching on-site dispatching mode generates dispatching instructions directly on the station map of the centralized dispatching system. The station map adopts an equal-scale electronic map of the railway route of the entire plant. The map is a two-dimensional directed topological map. Each edge corresponds to a section of the railway and establishes a one-to-one correspondence with the track information table. The division points of the station include insulating nodes, turnout points, dead ends and logical division points. The turnouts are divided into front branch sections, positioning sections and reverse sections. When a turnout group composed of multiple turnouts has a shared section, a virtual logical division point is added to divide the shared section into two.

8. The list-based railway shunting operation command system for metallurgical enterprises according to claim 1 is characterized by: The locomotive positioning system obtains the locomotive positioning coordinates through Beidou satellite differential positioning and maps them to the correct electronic map section. The logical position of the locomotive on the map is displayed through the display interface of the centralized dispatching system, and the current vehicle information and track information are combined to achieve current vehicle tracking.

9. The list-based railway shunting operation command system for metallurgical enterprises according to claim 1 is characterized by: The horizontal shunting system receives the shunting plan from the plan management system, and feeds back the clearing instruction according to the unhooking situation of the cargo line. The current vehicle management system calculates the switching of the in-transit locomotive to the track vehicle and the precise parking position of the track vehicle according to the instruction, and completes the route scheduling function according to the situation of the locomotive and the current vehicle in combination with the centralized dispatching system.

10. The list-based railway shunting operation command system for metallurgical enterprises according to claim 1 is characterized by: Each hook plan in the shunting operation plan in the planning management system is automatically uploaded during the execution process and is shared and communicated with the current vehicle management system. The system also counts the running and operation time of each hook plan as the basis for just-in-time operation statistics to achieve full process control.

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