Railway freight yard loading and unloading equipment control method and system, electronic device and storage medium

Abstract

The application relates to a railway freight yard loading and unloading equipment control method and system, electronic equipment and a storage medium. A turnout state signal collected by a state monitoring device arranged at a turnout of a freight yard is acquired to determine a car taking and delivering passing path of the freight yard. Then, according to the car taking and delivering passing path of the freight yard, a target loading and unloading equipment is determined from multiple loading and unloading equipments of the freight yard, a stop control operation is performed on the target loading and unloading equipment, and a resuming operation or a maintaining operation is performed on non-target loading and unloading equipments in the freight yard. The intelligent control of the loading and unloading equipment is automatically triggered based on the collected turnout state signal, the collision risk between loading and unloading machinery or lifted goods and a train is effectively prevented, the mechanical equipment investment is not increased, and only the existing railway freight yard is optimized, so that the production turnover capacity of the freight yard is improved at low cost. Meanwhile, the technical and management barriers in the existing operation process can be broken through, the freight yard congestion can be avoided, and the loading and unloading production operation efficiency of the freight yard can be significantly improved.

Description

Technical Field

[0001] This application relates to the field of computer technology, and in particular to a control method, system, electronic device and storage medium for loading and unloading equipment in a railway freight yard. Background Technology

[0002] Railway freight yards are key locations for railway enterprises to carry out loading and unloading operations. Each freight line is equipped with different types of loading and unloading equipment, and their loading and unloading capacity is directly equivalent to the freight yard's production (turnover) capacity, making it a core indicator determining railway freight efficiency and service quality. In recent years, the railway sector has increased investment in loading and unloading equipment, enabling most freight yards to achieve basic mechanization of loading and unloading operations.

[0003] However, in the traditional model, the operation of loading and unloading equipment in railway freight yards is usually controlled by human information transmission. Due to the low efficiency of human information transmission and the ease with which errors are transmitted, even if the coverage of mechanized loading and unloading equipment in railway freight yards is high, when affected by fluctuations in the freight market and when goods arrive or are sent out in a concentrated manner, the existing freight yards still cannot meet short-term production needs, which can easily lead to freight yard congestion, production disruptions, and in turn, complaints from cargo owners about service quality. Summary of the Invention

[0004] This application provides a method, system, electronic equipment, and storage medium for controlling loading and unloading equipment in railway freight yards, in order to solve the problem of freight yard congestion and subsequent complaints from freight owners about service quality at a low cost.

[0005] In a first aspect, this application provides a control method for loading and unloading equipment in a railway freight yard, characterized in that the method includes: Acquire the turnout status signals collected by the status monitoring device installed at the turnout in the freight yard; The passage route of the pickup and delivery vehicle in the freight yard is determined based on the switch status signal. Based on the route of the pickup and delivery vehicle, the target loading and unloading equipment is determined from the multiple loading and unloading equipment in the freight yard; Perform a shutdown control operation on the target loading and unloading equipment.

[0006] In one possible implementation, the method further includes: Keep non-target loading and unloading equipment running; Alternatively, a recovery operation can be performed on the non-target loading / unloading equipment.

[0007] In one possible implementation, determining the transport vehicle route of the freight yard based on the turnout status signal includes: Logical operations are performed on the turnout status signals collected from one or more of the freight yard turnouts to determine the passage path of the freight yard pickup and delivery vehicles.

[0008] In one possible implementation, determining the target loading / unloading equipment from among the multiple loading / unloading devices in the freight yard based on the transport vehicle's travel path includes: Obtain the operating area information of each loading and unloading device in the freight yard; Based on the work area information, the loading and unloading equipment in the work area that includes the passage path of the pickup and delivery vehicle is identified as the target loading and unloading equipment.

[0009] In one possible implementation, the shutdown control operation on the target loading / unloading equipment includes: The system controls the target loading and unloading equipment to issue a warning signal and then controls the target loading and unloading equipment to stop after a set delay.

[0010] In one possible implementation, the method further includes: If no turnout status signal is received from the status monitoring device at the first turnout within a set time interval, the pick-up and delivery vehicle path associated with the first turnout will be determined as an abnormal path; wherein, the first turnout is any turnout in the freight yard. Based on the abnormal path, the target loading and unloading equipment is determined from the multiple loading and unloading equipment in the freight yard, and the step of performing a shutdown control operation on the target loading and unloading equipment is executed.

[0011] In one possible implementation, the status monitoring device is a proximity switch used to detect the position of the turnout switch rail and generate the turnout status signal.

[0012] Secondly, this application provides a railway freight yard loading and unloading equipment control system, the system comprising: a status monitoring device installed at the freight yard turnout, loading and unloading equipment installed above one or more car pick-up and delivery paths, and a controller; The status monitoring device generates a turnout status signal by detecting the position of the turnout switch rail. The controller determines the passage path of the pickup and delivery vehicle in the freight yard based on the turnout status signal; and determines the target loading and unloading equipment from the multiple loading and unloading equipment in the freight yard based on the passage path of the pickup and delivery vehicle, and performs a shutdown control operation on the target loading and unloading equipment.

[0013] In one possible implementation, the controller is further configured to: Keep non-target loading and unloading equipment running; Alternatively, a recovery operation can be performed on the non-target loading / unloading equipment.

[0014] In one possible implementation, the controller is specifically used for: Logical operations are performed on the turnout status signals collected from one or more of the freight yard turnouts to determine the passage path of the freight yard pickup and delivery vehicles.

[0015] In one possible implementation, the controller is specifically used for: Obtain the operating area information of each loading and unloading device in the freight yard; Based on the work area information, the loading and unloading equipment in the work area that includes the passage path of the pickup and delivery vehicle is identified as the target loading and unloading equipment.

[0016] In one possible implementation, the controller is specifically used for: The system controls the target loading and unloading equipment to issue a warning signal and then controls the target loading and unloading equipment to stop after a set delay.

[0017] In one possible implementation, the controller is further configured to: If no turnout status signal is received from the status monitoring device at the first turnout within a set time interval, the pick-up and delivery vehicle path associated with the first turnout will be determined as an abnormal path; wherein, the first turnout is any turnout in the freight yard. Based on the abnormal path, the target loading and unloading equipment is determined from the multiple loading and unloading equipment in the freight yard, and the step of performing a shutdown control operation on the target loading and unloading equipment is executed.

[0018] In one possible implementation, the status monitoring device is a proximity switch used to detect the position of the turnout switch rail and generate the turnout status signal.

[0019] Thirdly, this application provides an electronic device, including: a processor and a memory, wherein the processor is configured to execute a railway freight yard loading and unloading equipment control program stored in the memory to implement the railway freight yard loading and unloading equipment control method described in any one of the first aspects.

[0020] Fourthly, this application provides a storage medium storing one or more programs that can be executed by one or more processors to implement the railway freight yard loading and unloading equipment control method described in any one aspect.

[0021] Compared with the prior art, the technical solution provided in this application has the following advantages: The method provided in this application determines the passage path of the freight yard's loading and unloading vehicles by acquiring the turnout status signal collected by the status monitoring device installed at the turnout. Then, based on the passage path, the target loading and unloading equipment is identified from multiple loading and unloading devices in the freight yard, and a shutdown control operation is performed on the target equipment. For non-target loading and unloading equipment in the freight yard, a resumption or maintenance operation is performed. In this way, intelligent control of the loading and unloading equipment in the railway freight yard is automatically triggered based on the collected turnout status signal, effectively preventing the risk of collision between loading and unloading machinery or lifted goods and locomotives (or trains). Simultaneously, there is no need to increase investment in mechanical equipment for capacity expansion at the basic station; optimization is only required on the existing railway freight yard to improve the freight yard's production turnover capacity at low cost. Furthermore, it can overcome the technical and management barriers in the existing operational process, avoid freight yard congestion, and significantly improve the efficiency of freight yard loading and unloading operations. Attached Figure Description

[0022] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0023] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] One or more embodiments are illustrated by way of example with reference numerals in the accompanying drawings. These illustrations do not constitute a limitation on the embodiments. Elements with the same reference numerals in the drawings are denoted as similar elements. Unless otherwise stated, the figures in the drawings are not to be limited by scale.

[0025] Figure 1 A flowchart illustrating an embodiment of a railway freight yard loading and unloading equipment control method provided in this application; Figure 2 A flowchart illustrating another embodiment of a railway freight yard loading and unloading equipment control method provided in this application; Figure 3 A flowchart illustrating another embodiment of a railway freight yard loading and unloading equipment control method provided in this application. Figure 4 A railway freight yard loading and unloading equipment control system is provided as an embodiment of this application; Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0027] The following disclosure provides numerous different embodiments or examples for implementing various structures of this application. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the scope of this application. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed.

[0028] To address the technical problem of congestion in existing railway freight yards, which leads to customer service complaints, this application provides a control method, system, electronic equipment, and storage medium for railway freight yard loading and unloading equipment. This system enables intelligent, hierarchical control of loading and unloading equipment in railway freight yards, automatically triggered by collected turnout status signals. It effectively prevents the risk of collisions between loading / unloading machinery or lifted goods and locomotives (or trains). Furthermore, it eliminates the need for increased investment in machinery at existing stations; optimization of the existing railway freight yard is sufficient to significantly improve its production and turnover capacity at low cost. In addition, it overcomes technical and management barriers in existing operational processes, avoids freight yard congestion, and significantly improves the efficiency of loading and unloading operations.

[0029] Figure 1 A flowchart illustrating an embodiment of a railway freight yard loading and unloading equipment control method provided in this application includes the following steps: Step 101: Obtain the turnout status signal collected by the status monitoring device installed at the turnout in the freight yard.

[0030] Railway freight yards are specialized operating sites in the railway transportation system where cargo loading, unloading, storage, and transshipment are carried out. Their core function is to complete the transfer of goods between trains and trucks, and between trains and storage yards, through the configured loading and unloading equipment, which directly determines the turnover efficiency and service capacity of railway freight.

[0031] A freight yard turnout is a track connection and turning device installed on freight lines and entry / exit lines in a railway freight yard. Its essence is to switch from one track to multiple tracks by controlling the position of the turnout switch rail. Its core function is to connect different tracks, that is, to connect different freight lines, by moving the turnout switch rail.

[0032] The status monitoring device is an integrated data acquisition and transmission equipment installed at key locations on railway turnouts. Its core function is to sense the real-time positioning status of the turnout and convert this status information into an electrical signal that can be transmitted wirelessly over a long distance. For example, it typically consists of a proximity switch sensor and a wireless communication module, installed at the turnout switch rail. It automatically detects and determines whether the turnout is in an open or closed state, that is, it automatically detects the contact status between the turnout switch rail and the stock rail. When the turnout switch rail and the stock rail are in contact, it indicates that the turnout is in an open state; when they are not in contact, it indicates that the turnout is not in an open state. This status signal is then transmitted in real-time via a wireless network to the control system of the loading and unloading equipment, serving as the original signal source for triggering the automated control of the loading and unloading equipment's operating status.

[0033] In one exemplary application, when the turnout switch rail approaches the status monitoring device, the status monitoring device detects an "on" state and sends this "on" state signal to the corresponding loading / unloading equipment control system via a wireless network. When the turnout switch rail moves away from the status monitoring device, the status monitoring device detects a "off" state and sends this "off" state signal to the corresponding loading / unloading equipment control system via a wireless network. Simultaneously, a status monitoring device can also be installed on the other side of the turnout switch rail. In this case, the status monitoring device on the other side will detect the approach of the turnout switch rail, i.e., the "on" state. This is merely an example; the embodiments of this application do not limit the number of status monitoring devices installed at the turnout switch rail.

[0034] In addition, a status monitoring device can be set up to periodically detect and send turnout status signals, for example, detecting the turnout status signal every 30 seconds. The turnout status signal can be either an on or off status signal. This is merely an example, and the embodiments of this application are not intended to limit the scope of the invention.

[0035] A railway freight yard is a centralized location for loading and unloading goods. Therefore, multiple railway lines are involved in a railway freight yard, and these lines are interconnected by switches. When a freight train carrying goods crosses multiple railway lines, the train needs to pass through multiple switches.

[0036] In one embodiment, since a railway freight yard may contain multiple turnouts, and each turnout is equipped with a status monitoring device, multiple status monitoring devices may send turnout status signals at the same time. Therefore, the turnout status signals collected by multiple status monitoring devices can be received and acquired simultaneously.

[0037] Existing railway freight yards require significant manpower and time to complete a single loading and unloading operation, necessitating close coordination between the train operation and freight departments, thus reducing the yard's overall efficiency. The aforementioned status monitoring device collects signals and transmits them wirelessly, replacing the redundant telephone notifications and personnel movement of the traditional method. It also avoids omissions, errors, or delays that can occur with manual communication. Furthermore, the switch status signals originate directly from the switches themselves, preventing yard shutdowns caused by unclear information relayed manually.

[0038] Step 102: Determine the passage route of the freight yard pickup and delivery vehicles based on the turnout status signal.

[0039] The turnout status signal can be either an on or off status signal. The contact state between the turnout switch rail and the stock rail at the turnout determines whether the turnout status signal is on or off. Specifically, when the turnout switch rail and the stock rail are fully contacted, the current turnout status signal detected by the turnout status monitoring device is in the on state; similarly, when the turnout switch rail and the stock rail are not fully contacted, the current turnout status signal detected by the turnout monitoring device is in the off state.

[0040] The shunting locomotive's route can refer to the freight line where it is about to enter for operation. Essentially, it is the complete and continuous route trajectory of the shunting locomotive within the freight yard, starting from a designated starting point, safely passing through a series of switches and railway lines, and finally arriving at the target freight line to carry out shunting operations, as well as returning from that freight line to the designated location after the operation is completed.

[0041] In one embodiment, the turnout status signal obtained from the turnout status monitoring device is used to determine, through logical analysis, which freight line the shunting locomotive or train is about to enter or is currently occupying.

[0042] Among them, the turnout status signal can be used to determine the open or closed status of a freight line. For example, for the turnout status signal at the same turnout, when the turnout status signal is in the open state, it means that a freight line associated with the current turnout is open, indicating that the current freight line will soon be used for car pick-up and delivery operations, i.e., the car pick-up and delivery route; when the turnout status signal is in the closed state, it means that the aforementioned freight line is closed.

[0043] In an exemplary application, suppose a railway freight yard includes two freight lines: Freight Line 1 and Freight Line 2. A status monitoring device installed under the switch rail of Switch 1 detects that the switch is in position, and the switch status changes from open to open. The status monitoring device at Switch 1 sends out the collected open status signal. Based on the received open status signal of Switch 1, the system determines that the current pick-up and delivery vehicle passage path leads to Freight Line 1, and thus identifies Freight Line 1 as the pick-up and delivery vehicle passage path.

[0044] Step 103: Based on the route of the pickup and delivery vehicle, determine the target loading and unloading equipment from among the multiple loading and unloading equipment in the freight yard.

[0045] Step 104: Perform a shutdown control operation on the target loading and unloading equipment.

[0046] The following is a unified explanation of steps 103-104 above: Loading and unloading equipment and transport vehicle routes are mutually exclusive in terms of spatial occupancy, alternate in operational sequence, and causally related in terms of safety logic. When a certain transport route in a railway freight yard is opened, the loading and unloading equipment spatially associated with the current transport route must stop operating; the two cannot coexist spatially. This is because when loading and unloading equipment is operating, it may lift heavy objects (such as particularly heavy goods). If a train is traveling at this time, it will cause the train to collide with the lifted heavy objects, resulting in damage to the goods or even the train itself.

[0047] Therefore, when the route of a train is determined, it is necessary to identify loading and unloading equipment that is mutually exclusive with the current train in terms of space occupation, and to stop the operation of such loading and unloading equipment in order to ensure the safety of the train, the goods, and the loading and unloading equipment.

[0048] In one embodiment, based on a preset layout diagram or mapping table of loading and unloading equipment in the freight yard (which defines which loading and unloading equipment is fixed or routinely operating on each cargo line), the loading and unloading equipment that has a mapping relationship or association relationship with the currently determined pick-up and delivery vehicle passage path is found, the loading and unloading equipment is identified as the target loading and unloading equipment, and a shutdown control operation is performed on the target loading and unloading equipment.

[0049] After the system has accurately determined that the loading and unloading equipment is located on the route where the vehicle pick-up and delivery operation will take place, i.e., the target loading and unloading equipment, the system sends a control signal to the target loading and unloading equipment via wireless transmission to lock the control loop in the controller of the target loading and unloading equipment in a power-off state, that is, to stop the target loading and unloading equipment.

[0050] Furthermore, before performing a shutdown operation on the target loading and unloading equipment, a warning message can be sent in the form of an alert, such as: "The target loading and unloading equipment is about to be shut down; relevant personnel should prepare accordingly." This is merely an example, and the embodiments of this application do not impose any limitations on it.

[0051] The system automatically triggers the operation of the corresponding target loading and unloading equipment by receiving turnout status signals. This eliminates the need to invest heavily in expanding the railway freight yard or installing a large number of loading and unloading machines. Instead, it optimizes the existing railway freight yard, enabling precise control of the shutdown of loading and unloading equipment on the current train pick-up and delivery line, while the loading and unloading equipment on other lines operates normally. This also avoids cumbersome manual notification processes, minimizes downtime of loading and unloading equipment, and effectively improves the production efficiency of the railway freight yard.

[0052] The method provided in this application determines the passage path of freight yard loading and unloading vehicles by acquiring turnout status signals collected by a status monitoring device installed at the turnout. Based on these paths, a target loading / unloading device is identified from multiple loading / unloading devices in the freight yard. A shutdown control operation is performed on the target device, while non-target devices are either restored to operation or kept running. This method, triggering intelligent control of the loading / unloading equipment in the railway freight yard based on the collected turnout status signals, effectively prevents the risk of collisions between loading / unloading machinery or lifted goods and locomotives (or trains). Furthermore, it eliminates the need for increased investment in machinery at existing stations; optimization of the existing railway freight yard is sufficient to improve its production turnover capacity at low cost. In addition, it overcomes technical and management barriers in existing operational processes, avoids freight yard congestion, and significantly improves the efficiency of freight yard loading and unloading operations.

[0053] Figure 2 A flowchart illustrating another embodiment of a railway freight yard loading and unloading equipment control method provided in this application is shown below. Figure 1 Based on the illustrated process, this section mainly describes how to automatically trigger the control of loading and unloading equipment based on turnout status signals, including the following steps: Step 201: Obtain the turnout status signal collected by the status monitoring device installed at the turnout in the freight yard.

[0054] For step 201 above, please refer to the detailed description of the relevant embodiments above.

[0055] Step 202: Perform logical operations on the turnout status signals collected from one or more freight yard turnouts to determine the passage path of the freight yard pickup and delivery vehicles.

[0056] Because there are many railway lines and freight lines in a railway freight yard, a freight line may consist of one railway line or cross multiple railway lines, and each railway line is equipped with a status monitoring device. Therefore, when a freight line crosses multiple railway lines, it will pass through multiple switches, meaning that determining the operation status of a freight line requires obtaining the switch status signals at multiple switches.

[0057] The logical operations performed on the switch status signals collected from multiple switches essentially determine the train's transport route by analyzing the combination of these signals. In other words, the transport route is calculated based on the switch status signals. Freight lines in railway yards are often combinations of intersections and multiple switches, rather than simple straight lines. For example, a freight line might pass through three switches. In this case, the open or closed status of each switch determines whether a train can pass through that section of the line. The logical operations combine the status signals of these three switches. When all three switches are open simultaneously, the train can travel on the line; if any one switch is closed, the route is deemed impassable.

[0058] In one embodiment, based on a pre-constructed mapping table of turnout status signals and freight lines, the logical operation formula corresponding to each freight line is determined. Logical operations are then performed on multiple turnout status signals according to the logical operation formula to obtain the logical operation results, and the final pick-up and delivery vehicle passage path (i.e., the opened freight line) is determined.

[0059] In an exemplary application, freight line L needs to pass through turnouts 1, 2, and 3, with corresponding turnout status signals S1, S2, and S3 respectively (where a value of 1 indicates the turnout is open, and a value of 0 indicates it is closed). The logical operation formula for freight line L is as follows: The above logical operation formula is used for calculation. If the calculation result is true, the transport route L is determined to be the pick-up and delivery route; if it is false, the route is excluded and other freight routes are analyzed. That is, freight route L can only be determined to be open if all three switches are in the open state.

[0060] This logical operation method can accurately adapt to scenarios where multiple switches control a single freight line, ensuring the accuracy of the pick-up and delivery vehicle's passage path and providing a reliable basis for subsequent determination of target loading and unloading equipment.

[0061] Step 203: Obtain the operating area information of each loading and unloading equipment in the freight yard.

[0062] Step 204: Based on the work area information, identify the loading and unloading equipment in the work area that includes the passage path of the pickup and delivery vehicle as the target loading and unloading equipment.

[0063] The following is a unified description of steps 203-204 above: Work area information refers to the description of the specific spatial range that each loading and unloading equipment (such as cranes, loading machinery, etc.) in the freight yard can cover and carry out loading and unloading operations. In essence, it is to clarify which area a certain loading and unloading equipment is working in, so as to determine whether it will intersect with the passage path of pick-up and delivery vehicles and should be listed as target loading and unloading equipment (i.e. loading and unloading equipment that needs to be stopped).

[0064] The work area information includes at least the associated freight routes. These associated freight routes essentially refer to the spatial boundaries of the equipment operation and the freight routes that the maximum space accessible to the equipment can affect.

[0065] In one embodiment, the operating area information of each loading and unloading device in the railway freight yard is obtained, the relevant freight line information associated with each loading and unloading device in the operating area information is parsed, and it is determined which loading and unloading device is associated with which freight line the current pick-up and delivery vehicle passage path belongs to. Then, that loading and unloading device is identified as the target loading and unloading device.

[0066] In one exemplary application, the freight routes associated with loading / unloading equipment a are: freight route 2, freight route 3, and freight route 4, and the freight route associated with loading / unloading equipment b is: freight route 1. Assuming that the pickup / delivery vehicle travels on freight route 1, and this freight route is the freight route associated with loading / unloading equipment b, then loading / unloading equipment b is identified as the target loading / unloading equipment.

[0067] Step 205: Perform a shutdown control operation on the target loading and unloading equipment.

[0068] For step 205 above, please refer to the detailed description of the relevant embodiments above.

[0069] Step 206: Keep the non-target loading / unloading equipment running; or, perform a recovery operation on the non-target loading / unloading equipment.

[0070] Non-target loading and unloading equipment refers to equipment whose operating area does not overlap with the route of the pick-up and delivery vehicle, that is, equipment that will not conflict with the train. For example, if the route of the pick-up and delivery vehicle is freight line 1, but the operating area of ​​a certain loading and unloading equipment is only on freight line 3, and the two do not intersect and do not affect each other, then the loading and unloading equipment is identified as non-target loading and unloading equipment.

[0071] In one embodiment, the specific implementation of keeping non-target loading / unloading equipment running, or performing a resumption operation on non-target loading / unloading equipment, is as follows: Non-target loading / unloading equipment that is currently running is kept running, while non-target loading / unloading equipment that is stopped is resumed. For example, suppose the pickup / delivery route is freight line 1, and the operating area of ​​a certain loading / unloading equipment is only on freight line 3, with no intersection between the two, and the non-target loading / unloading equipment is running. In this case, the system does not intervene in stopping it, allowing it to continue completing loading / unloading operations (such as lifting goods on freight line 3), avoiding interruption of production in unrelated areas due to pickup / delivery, and directly reducing efficiency waste. As another example, half an hour ago, when pickup / delivery was performed on freight line 2, the loading / unloading equipment on freight line 3 was stopped due to a temporary system warning; now the pickup / delivery route is freight line 1, and the loading / unloading equipment on freight line 3 is determined to be non-target equipment. The system will automatically control it to restart and continue operation.

[0072] By comparing the route of the pickup and delivery vehicle with the operating area information of the target loading and unloading equipment, the target loading and unloading equipment affected by the route of the pickup and delivery vehicle, as well as the non-target loading and unloading equipment, can be identified. This enables only the necessary equipment to be stopped during pickup and delivery vehicle operations, while other equipment is either not stopped or restarted in a timely manner. This avoids the problem of low freight yard efficiency and customer complaints caused by the traditional method of directly and indiscriminately stopping all loading and unloading equipment in the entire railway freight yard.

[0073] pass Figure 2 The description of the illustrated embodiment illustrates a fully automated design that breaks away from the traditional indiscriminate shutdown of all loading and unloading equipment. This design utilizes turnout status signals for logical operations, dynamically determines the transport path of loading and unloading vehicles based on the logical operation results, and implements hierarchical control of target and non-target loading and unloading equipment. By using turnout status signals and the operating area information of the equipment, hierarchical control of loading and unloading equipment is achieved, eliminating unnecessary shutdowns. Furthermore, an automated closed-loop control system is constructed to avoid the risk of collisions between locomotives and loading / unloading equipment due to human error. In addition, this embodiment is adaptable to various railway freight yards and possesses the universality to extend to a wider range of railway freight yards at low cost.

[0074] Figure 3 A flowchart illustrating another embodiment of a railway freight yard loading and unloading equipment control method provided in this application is shown below. Figure 1 Based on the illustrated process, this section mainly describes how to perform shutdown control operations on the target loading and unloading equipment, including the following steps: Step 301: Obtain the turnout status signal collected by the status monitoring device installed at the turnout in the freight yard.

[0075] Step 302: Determine the passage route of the freight yard pickup and delivery vehicles based on the turnout status signal.

[0076] Step 303: Based on the route of the pickup and delivery vehicle, determine the target loading and unloading equipment from among the multiple loading and unloading equipment in the freight yard.

[0077] For steps 301-303 above, please refer to the detailed description of the relevant embodiments above.

[0078] Step 304: Control the target loading and unloading equipment to issue an early warning signal, and after a set delay, control the target loading and unloading equipment to stop.

[0079] Warning signals can be audible or visual warnings. For example, a continuous beeping sound or voice prompt can alert on-site operators; flashing warning lights on the target loading / unloading equipment can visually alert surrounding personnel and equipment. Furthermore, both audible and flashing warning lights can be used simultaneously to warn nearby personnel. This is merely illustrative; the embodiments in this application do not limit the specific types and quantities of warning signals.

[0080] In one embodiment, the specific implementation of controlling the target loading and unloading equipment to issue a warning signal and then stopping the target loading and unloading equipment after a set delay is as follows: When a certain loading and unloading equipment is identified as the target loading and unloading equipment, its warning signal is immediately triggered. After issuing the warning signal, the power is not immediately cut off, but the system waits for the set time to allow the warning information to be fully transmitted and the on-site personnel to be prepared before automatically executing the shutdown operation. Specifically, by cutting off the control circuit of the target loading and unloading equipment, the target loading and unloading equipment stops all operations, ensuring that it is stationary and will not collide with the approaching delivery vehicle.

[0081] The core operating logic of the above embodiment is to first issue a warning and then stop the machine, completing the control of the target loading and unloading equipment in two steps. Based on the dual design of early warning prompts and delayed shutdown, it avoids the loss of operation due to sudden shutdown while ensuring safety, achieving a balance between safety and efficiency. It also avoids the reliance on manual notification for vehicle pick-up and delivery shutdown instructions in the traditional mode, which can lead to untimely warnings, panic among operators, and abnormal equipment shutdown.

[0082] pass Figure 3 The description of the illustrated embodiment describes the construction of a pre-warning mechanism that provides early warnings based on warning signals such as sound and light, and controls equipment shutdown by setting a delay time. By optimizing the shutdown process of the target equipment, both safety and operational continuity are taken into account.

[0083] In addition, this application provides the following embodiments, mainly describing how to detect and handle the problem of faults in the condition monitoring device at the turnout, including: If no turnout status signal is received from the status monitoring device at the first turnout within a set time interval, the pick-up and delivery vehicle path associated with the first turnout is identified as an abnormal path; wherein, the first turnout is any turnout in the freight yard. Based on the abnormal path, the target loading and unloading equipment is identified from multiple loading and unloading equipment in the freight yard, and the step of performing a shutdown control operation on the target loading and unloading equipment is executed.

[0084] In one embodiment, a turnout status monitoring device is installed at the turnouts in the railway freight yard. When no signal is received from any turnout within a set time interval, the freight line associated with that turnout is acquired and identified as an abnormal path. Based on the abnormal path, a target loading / unloading equipment is identified from multiple loading / unloading equipment in the freight yard, and a shutdown control operation is performed on the target loading / unloading equipment.

[0085] The set time interval can be a preset maximum tolerable duration for turnout status signal transmission, typically determined based on the signal transmission frequency of the status monitoring device at the freight yard turnout and the stability of wireless / wired communication. Under normal conditions, the turnout status monitoring device will send turnout status information (on / off) at a fixed frequency, and the system can continuously receive signals from the device. However, if the turnout status monitoring device malfunctions, no status signal will be received from the turnout within the set time interval. In this situation, it is impossible to determine whether the turnout is on or off, and this unknown state is extremely dangerous, potentially leading to accidental entry by transport vehicles or equipment malfunction.

[0086] Therefore, certain measures should be taken to address abnormal turnout status monitoring devices to avoid serious consequences caused by device malfunctions. For example, the loading and unloading equipment associated with the turnout status monitoring device can be shut down first, followed by replacement or repair of the turnout status monitoring device to ensure the normal operation of other loading and unloading equipment in the railway freight yard.

[0087] The aforementioned "first turnout" can refer to any turnout in the railway freight yard where the turnout status monitoring device has lost a signal. Essentially, the first turnout is the turnout corresponding to any turnout status monitoring device in the railway freight yard that has experienced a malfunction or abnormality.

[0088] In an exemplary application, suppose the turnout status monitoring device at turnout c malfunctions, and the freight lines associated with turnout c include L1 and L2. Then, both freight lines L1 and L2 are identified as abnormal paths. Based on the operating area information of the loading and unloading equipment in the railway freight yard, the loading and unloading equipment whose operating area information includes freight lines L1 and L2 is identified as the target loading and unloading equipment. For example, if the operating area information of loading and unloading equipment 1 includes freight lines L1 and L3, and the operating area information of loading and unloading equipment 2 includes freight lines L2 and L5, then loading and unloading equipment 1 and 2 are identified as the target loading and unloading equipment, and a shutdown control operation is performed on loading and unloading equipment 1 and 2.

[0089] Based on the descriptions in the above embodiments, an emergency mechanism for turnout failures is constructed to fill the safety blind spots caused by signal gaps. By actively identifying faults in the turnout status monitoring device, it avoids potential risks, accurately pinpoints the scope of anomalies, and eliminates unknown risks. It achieves automated fault handling; when the turnout status monitoring device malfunctions, it can automatically trigger abnormal line control without the need for manual emergency dispatch, thus reducing labor costs and avoiding safety hazards caused by human factors.

[0090] Figure 4 A railway freight yard loading and unloading equipment control system is provided for an embodiment of this application. The system includes: a status monitoring device installed at the freight yard turnout, loading and unloading equipment installed above one or more pick-up and delivery vehicle paths, and a controller. In the control system of loading and unloading equipment in a railway freight yard, a status monitoring device generates a turnout status signal by detecting the position of the turnout switch rail. For example, the status monitoring device can be a proximity switch used to detect the position of the turnout switch rail and generate the turnout status signal. The controller can determine the passage path of the freight yard's loading and unloading vehicles based on the turnout status signal; based on the passage path, it identifies the target loading and unloading equipment from among multiple loading and unloading devices in the freight yard and performs a shutdown control operation on the target loading and unloading equipment.

[0091] In addition, the controller is also used to: maintain operation of non-target loading / unloading equipment; or perform a resumption operation on non-target loading / unloading equipment. Specifically, it performs logical operations on the switch status signals collected from one or more freight yard switches to determine the passage path of the freight yard's pickup and delivery vehicles. It acquires the operating area information of each loading / unloading device in the freight yard; based on the operating area information, it identifies the loading / unloading devices whose operating areas contain the pickup and delivery vehicle passage paths as target loading / unloading devices. It controls the target loading / unloading devices to issue a warning signal, and after a set delay, controls the target loading / unloading devices to stop, while maintaining operation of non-target loading / unloading devices.

[0092] Since multiple turnout status monitoring devices may be installed in a railway freight yard, and each of these devices plays a crucial role, the combination of turnout status signals sent by these devices is an important prerequisite for identifying target loading and unloading equipment and automatically triggering control operations on that equipment. Therefore, ensuring the normal operation of the turnout status monitoring devices is very important. Constructing an emergency mechanism for turnout status monitoring device failures is essential to reducing the probability of failures in the entire railway freight yard caused by turnout status monitoring device malfunctions.

[0093] The controller in the railway freight yard loading and unloading equipment control system of this application embodiment is further configured to: determine the pick-up and delivery path associated with the first turnout as an abnormal path if the turnout status signal collected by the status monitoring device at the first turnout is not received within a set time interval; wherein the first turnout is any turnout in the freight yard; and determine the target loading and unloading equipment from multiple loading and unloading equipment in the freight yard according to the abnormal path, and perform the step of performing a shutdown control operation on the target loading and unloading equipment.

[0094] The aforementioned railway freight yard loading and unloading equipment control system integrates three core functions—accurately determining the passage path of vehicles, hierarchical management and control of loading and unloading equipment, and emergency handling of faults—through the collaborative construction of status monitoring devices, controllers, and loading and unloading equipment. It achieves breakthroughs in three dimensions: safety assurance, efficiency improvement, and intelligent upgrading, and comprehensively solves the pain points of traditional freight yards, such as extensive management, high safety risks, and low efficiency.

[0095] Traditional freight yards rely on manual judgment of switch status and notification of equipment shutdown, which is prone to safety accidents due to delayed information transmission and misjudgment. This system, through the collaborative design of hardware and software, forms an automated safety closed loop of signal acquisition, path determination, and equipment control. Switch status monitoring equipment directly monitors the position of the switch points, generating objective switch status signals to ensure the accuracy of source data. The controller performs logical operations on multiple switch status signals to accurately determine the passage path for loading and unloading vehicles. A dual design of early warning signals and delayed shutdown ensures the safe and controllable operation of the target loading and unloading equipment. In the event of a missing signal from the switch status monitoring device, the system automatically identifies the associated freight line as an abnormal line and controls the shutdown of relevant loading and unloading equipment, preventing operational conflicts under unknown conditions.

[0096] This automated railway freight yard loading and unloading equipment control system is highly adaptable and can be adapted to various types and sizes of railway freight yards. It is also low-cost, automatically triggering the hierarchical control of loading and unloading equipment in the railway freight yard based solely on turnout status signals. It can solve the problems of low freight yard production efficiency and customer complaints caused by long downtime and cumbersome personnel notification in existing railway freight yards without adding a large number of loading and unloading machines to the freight yard.

[0097] like Figure 5 As shown in the figure, this application provides an electronic device, including a processor 111, a communication interface 112, a memory 113, and a communication bus 114, wherein the processor 111, the communication interface 112, and the memory 113 communicate with each other through the communication bus 114. Memory 113 is used to store computer programs; In one embodiment of this application, the processor 111, when executing a program stored in the memory 113, implements the railway freight yard loading and unloading equipment control method provided in any of the foregoing method embodiments, including: Acquire the turnout status signals collected by the status monitoring device installed at the turnout in the freight yard; The passage route of the pickup and delivery vehicle in the freight yard is determined based on the switch status signal. Based on the route of the pickup and delivery vehicle, the target loading and unloading equipment is determined from the multiple loading and unloading equipment in the freight yard; Perform a shutdown control operation on the target loading and unloading equipment.

[0098] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the railway freight yard loading and unloading equipment control method provided in any of the foregoing method embodiments.

[0099] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0100] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented using software plus a general-purpose hardware platform, or of course, using hardware. Based on this understanding, the above technical solutions, in essence or the parts that contribute to the related technology, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0101] It should be understood that the terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “described” as used herein may also mean including the plural forms. The terms “comprising,” “including,” “containing,” and “having” are inclusive and therefore indicate the presence of the stated features, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, elements, components, and / or combinations thereof. The method steps, processes, and operations described herein are not construed as requiring them to be performed in a particular order described or illustrated unless the order of performance is explicitly indicated. It should also be understood that additional or alternative steps may be used.

[0102] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A control method for loading and unloading equipment in a railway freight yard, characterized in that, The method includes: Acquire the turnout status signals collected by the status monitoring device installed at the turnout in the freight yard; The passage route of the pickup and delivery vehicle in the freight yard is determined based on the switch status signal. Based on the route of the pickup and delivery vehicle, the target loading and unloading equipment is determined from the multiple loading and unloading equipment in the freight yard; Perform a shutdown control operation on the target loading and unloading equipment; The method further includes: If no turnout status signal is received from the status monitoring device at the first turnout within a set time interval, the pick-up and delivery vehicle path associated with the first turnout will be determined as an abnormal path; wherein, the first turnout is any turnout in the freight yard. Based on the abnormal path, the target loading and unloading equipment is determined from the multiple loading and unloading equipment in the freight yard, and the step of performing a shutdown control operation on the target loading and unloading equipment is executed.

2. The method according to claim 1, characterized in that, The method further includes: Keep non-target loading and unloading equipment running; Alternatively, a recovery operation can be performed on the non-target loading / unloading equipment.

3. The method according to claim 1, characterized in that, Determining the transport vehicle route of the freight yard based on the turnout status signal includes: Logical operations are performed on the turnout status signals collected from one or more of the freight yard turnouts to determine the passage path of the freight yard pickup and delivery vehicles.

4. The method according to claim 1, characterized in that, The step of determining the target loading / unloading equipment from multiple loading / unloading devices in the freight yard based on the vehicle's travel path includes: Obtain the operating area information of each loading and unloading device in the freight yard; Based on the work area information, the loading and unloading equipment in the work area that includes the passage path of the pickup and delivery vehicle is identified as the target loading and unloading equipment.

5. The method according to claim 1, characterized in that, The step of performing a shutdown control operation on the target loading and unloading equipment includes: The system controls the target loading and unloading equipment to issue a warning signal and then controls the target loading and unloading equipment to stop after a set delay.

6. The method according to any one of claims 1-5, characterized in that, The status monitoring device is a proximity switch, used to detect the position of the turnout switch rail and generate the turnout status signal.

7. A control system for loading and unloading equipment in a railway freight yard, characterized in that, The system includes: a status monitoring device installed at the turnout of the freight yard, loading and unloading equipment installed above one or more pick-up and delivery vehicle paths, and a controller; The status monitoring device generates a turnout status signal by detecting the position of the turnout switch rail. The controller determines the passage path of the pickup and delivery vehicle in the freight yard based on the turnout status signal; and determines the target loading and unloading equipment from the multiple loading and unloading equipment in the freight yard based on the pickup and delivery vehicle passage path, and performs a shutdown control operation on the target loading and unloading equipment. The system also includes: If no turnout status signal is received from the status monitoring device at the first turnout within a set time interval, the pick-up and delivery vehicle path associated with the first turnout will be determined as an abnormal path; wherein, the first turnout is any turnout in the freight yard. Based on the abnormal path, the target loading and unloading equipment is determined from the multiple loading and unloading equipment in the freight yard, and the step of performing a shutdown control operation on the target loading and unloading equipment is executed.

8. An electronic device, characterized in that, include: A processor and a memory, the processor being configured to execute a railway freight yard loading and unloading equipment control program stored in the memory to implement the railway freight yard loading and unloading equipment control method according to any one of claims 1-6.

9. A storage medium, characterized in that, The storage medium stores one or more programs, which can be executed by one or more processors to implement the railway freight yard loading and unloading equipment control method according to any one of claims 1-6.

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