A train dispatching monitoring system, method, storage medium and electronic device

Abstract

The application discloses a kind of shunting monitoring system, method, storage medium and electronic equipment, include: shunting control vehicle subsystem;Shunting locomotive signal and monitoring subsystem, with shunting control vehicle subsystem two-way communication, to transmit locomotive route information to shunting control vehicle subsystem, and / or receive the speed and artificial input information from shunting control vehicle subsystem processing, to monitor shunting working state;Locomotive interface subsystem, with shunting control vehicle subsystem two-way communication, to transmit the speed information and locomotive working condition information collected to shunting control vehicle subsystem, and / or receive brake command from shunting control vehicle subsystem;Multiple desktop management interface modules, all with shunting control vehicle subsystem two-way communication, to receive locomotive vehicle information, and transmit these information to shunting control vehicle subsystem, and / or receive dynamic speed limit prediction situation from shunting control vehicle subsystem.The shunting monitoring system has the advantages of high safety, high degree of automation, good man-machine cooperation.

Description

Technical Field

[0001] This invention relates to the field of railway shunting technology, and in particular to a shunting monitoring system, method, storage medium, and electronic device. Background Technology

[0002] Shunting operations are a crucial part of the daily transportation organization at railway stations, and their safety and efficiency directly affect the overall operational quality of railway transportation. To ensure the safety of shunting operations, it is essential to control the operating speed in real time during the shunting process to ensure compliance with relevant requirements such as line speed limits and leveling orders, prevent safety accidents such as running signals or hitting barriers, and implement effective anti-runaway control when shunting stops.

[0003] Currently, two main control methods are used in shunting operations: one is manual driving control by the shunting driver based on the ground signal system, shunting instructions, and locomotive status; the other is to introduce a traditional shunting monitoring system on the basis of manual driving to assist the driver in mastering route information and performing locomotive control operations.

[0004] In the first scenario, the safety of the entire shunting operation is highly dependent on the driver's experience and mental state. Because the driver needs to simultaneously monitor signal displays, vehicle operating status, and frequently communicate and coordinate with dispatchers, duty officers, and coupling operators, the operation is not only labor-intensive and costly, but also highly susceptible to safety risks should the driver make a mistake in judgment or operate improperly.

[0005] The second approach, while providing drivers with station layout diagrams, signal locations, and track speed limits through a shunting monitoring system, thus alleviating some of their workload, still has several limitations. First, although drivers are aware of the target track's speed limits or stopping points, their ability to predict and control shunting speed still relies on personal experience, making it difficult to avoid speeding onto the target track or failing to stop as expected. Second, traditional shunting monitoring systems rely solely on interlocking code information for operational protection, unable to dynamically calculate speed limits using parallel shunting signals, potentially leading to speeds exceeding the limits specified in shunting orders or delayed responses to stop commands issued by the coupler. Third, the system lacks real-time acquisition capabilities for locomotive speed, direction, displacement, and pipe pressure, making it unable to accurately determine whether the locomotive's current state conforms to the expected trajectory. Finally, traditional systems lack overspeed warning and automatic braking functions; when overspeeding occurs or is about to occur, drivers must take active braking measures, and if their reaction is delayed or they make operational errors, safety hazards remain.

[0006] In summary, existing shunting operation control methods have certain shortcomings in terms of safety, automation, and human-machine collaboration. There is an urgent need for a more intelligent and reliable shunting operation control system and method to improve the safety and efficiency of shunting operations.

[0007] The statements herein provide only background information in relation to the present invention and do not necessarily constitute prior art. Summary of the Invention

[0008] The purpose of this invention is to provide a shunting monitoring system, method, storage medium, and electronic device to address the shortcomings of existing shunting operation control methods in terms of safety, automation, and human-machine collaboration.

[0009] To achieve the above objectives, the present invention provides a shunting monitoring system based on dynamic speed limit prediction and speed control, comprising:

[0010] Shunting and vehicle control subsystem;

[0011] The shunting locomotive signal and monitoring subsystem communicates bidirectionally with the shunting control subsystem to transmit the generated locomotive route information to the shunting control subsystem and / or receive the processed speed information and manually input information from the shunting control subsystem to monitor the shunting operation status.

[0012] The locomotive interface subsystem includes a speed transmission interface, a working condition interface, and a braking command controller. The locomotive interface subsystem communicates bidirectionally with the shunting control subsystem. It collects speed transmission information through the speed transmission interface and locomotive working condition information through the working condition interface, and transmits this information to the shunting control subsystem. It also receives braking commands from the shunting control subsystem through the braking command controller and performs braking through the braking command controller.

[0013] Multiple desktop management interface modules communicate bidirectionally with the shunting control subsystem to input various locomotive and rolling stock related information, including handle association information and vehicle quantity information, and transmit this information to the shunting control subsystem, and / or receive dynamic speed limit predictions and alarm signals from the shunting control subsystem.

[0014] Optionally, the shunting and vehicle control subsystem includes:

[0015] Multiple functional modules;

[0016] The shunting control subsystem platform is connected to each of the aforementioned functional modules at one end, and to the shunting locomotive signal and monitoring subsystem, locomotive interface subsystem, and desktop management interface module at the other end, serving as a platform for information transmission and interaction.

[0017] The functional modules include: locomotive and rolling stock module, locomotive positioning module, speed transmission module, leveling module, target point calculation module, dynamic speed limit prediction module, output module, anti-runaway control module, and self-test module;

[0018] The locomotive and rolling stock module is used for collecting locomotive and rolling stock related information and digital I / O status, as well as locomotive I / O driving; the digital I / O status includes: service braking feedback, emergency braking feedback, brake cylinder pressure, pipe pressure and operating condition information; the locomotive I / O driving includes service braking, emergency braking and unloading traction; the self-test module provides in-depot detection function.

[0019] Optionally, the shunting monitoring system further includes an interlocking system that provides interlocking code information and station yard information; the interlocking system is communicatively connected to the shunting locomotive signaling and monitoring subsystem to transmit the acquired interlocking code information and station yard information to the shunting locomotive signaling and monitoring subsystem; wherein, the station yard information includes track gradient information.

[0020] Optionally, the speed transmission module in the shunting control subsystem receives speed transmission information transmitted from the speed transmission interface. The locomotive positioning module calls the speed transmission information and calculates the speed, displacement and direction information of the locomotive in real time, and obtains the current position of the locomotive in the route, and then sends it to the shunting locomotive signal and monitoring subsystem.

[0021] The shunting locomotive signal and monitoring subsystem determines the signal open status based on the obtained interlocking code information, and obtains the locomotive's route information by combining the station yard information and the locomotive's speed, displacement, and direction information.

[0022] Optionally, the locomotive interface subsystem further includes:

[0023] A leveling interface is used to acquire leveling signals;

[0024] Braking feedback interface to collect common braking feedback and emergency braking feedback information;

[0025] Pressure test interface to collect brake cylinder pressure and pipe pressure information;

[0026] The leveling interface, brake feedback interface, and pressure test interface are all connected to the shunting control subsystem to transmit the collected leveling signals, common brake feedback information, emergency brake feedback information, brake cylinder pressure, and pipe pressure information to the shunting control subsystem.

[0027] Optionally, after receiving the leveling signal, the shunting control subsystem parses the locomotive leveling instruction through the leveling module within the shunting control subsystem.

[0028] The shunting control subsystem receives route information from shunting locomotive signals and monitoring subsystems, combines it with the leveling instructions parsed by the shunting control subsystem, and calculates the speed limit or target stopping point of the locomotive in a certain section through the target point calculation module.

[0029] Optionally, the dynamic speed limit prediction module in the shunting control subsystem performs dynamic speed limit prediction for locomotive speed limit sections based on locomotive and rolling stock related information and track gradient information; wherein, the locomotive and rolling stock related information includes: locomotive type, number of cars, brake shoe type and air connection pipe type.

[0030] When the locomotive speed exceeds the predicted speed limit, the locomotive and rolling stock module outputs unloading traction, service braking, and emergency braking commands to the locomotive interface subsystem based on the difference between the actual speed and the speed limit, and then performs braking through the braking command controller in the locomotive interface subsystem.

[0031] Optionally, the locomotive and rolling stock module transmits pipe pressure, brake cylinder pressure, and brake feedback information to the shunting locomotive signal and monitoring subsystem;

[0032] The shunting control subsystem monitors the execution of braking commands based on the received locomotive speed, displacement, and direction information, as well as the pipe pressure, brake cylinder pressure, and braking feedback information from the locomotive and rolling stock module.

[0033] Optionally, the desktop management interface module includes:

[0034] The desktop display window is communicatively connected to the dynamic speed limit prediction module to display the dynamic speed limit prediction status;

[0035] The voice alarm module is communicatively connected to both the output module and the anti-rollover control module. It triggers a voice alarm upon receiving an overspeed signal from the output module or a rollover signal from the anti-rollover control module.

[0036] The handle association information input interface is connected to the shunting control subsystem to receive the handle association information input by the driver and send it to the locomotive and rolling stock module.

[0037] The vehicle quantity information input interface is communicatively connected to the shunting control subsystem and is used to send the vehicle quantity information input by the driver to the locomotive and rolling stock module.

[0038] A manual mode switching interface is available to switch between different working modes.

[0039] The in-depot detection command input interface is communicatively connected to the shunting control subsystem to send in-depot detection commands to the self-test module.

[0040] Optionally, the self-test module performs a self-test of the locomotive's service braking and emergency braking based on the received in-depot test command, and determines whether the locomotive is braking normally based on the train pipe pressure, brake cylinder pressure, service braking feedback, and emergency braking feedback information collected by the locomotive interface subsystem.

[0041] Optionally, the number of locomotives can be acquired and updated through the shunting control subsystem; after receiving the shunting command input through the vehicle quantity information input interface in the desktop management interface module, the shunting locomotive signal and monitoring subsystem performs real-time calculation of the train length and updates the vehicle quantity information through the locomotive and rolling stock module.

[0042] This invention also provides a shunting monitoring method based on dynamic speed limit prediction and speed control, comprising the following steps:

[0043] Step S1: The shunting locomotive signal and monitoring subsystem generates locomotive route information;

[0044] Step S2: The shunting control subsystem determines the speed limit or target stopping point of the locomotive in a certain section;

[0045] Step S3: The shunting control subsystem dynamically predicts the speed limit of the locomotive in the speed-limited section, and when the speed of the locomotive exceeds the predicted speed limit, it brakes through the locomotive interface subsystem.

[0046] Step S4: Monitor the execution of braking commands through the shunting control subsystem, and / or perform a self-test of braking by inputting a depot detection command into the shunting control subsystem.

[0047] Optionally, step S1 includes:

[0048] S1.1, the locomotive positioning module in the shunting control subsystem collects and transmits speed transmission information through the speed transmission interface, calculates the speed, displacement and direction information of the locomotive, obtains the position of the locomotive in the route, and then sends it to the shunting locomotive signal and monitoring subsystem.

[0049] S1.2 The shunting locomotive signal and monitoring subsystem obtains interlocking code information and station yard information through the interlocking system, and combines it with the locomotive's speed, displacement and direction information to obtain the locomotive's route information, which is then transmitted to the shunting control subsystem.

[0050] Optionally, step S2 includes:

[0051] S2.1 After determining the route information, the leveling interface in the locomotive interface subsystem collects the leveling signal and transmits the leveling signal to the leveling module in the shunting control subsystem, thereby parsing out the locomotive leveling command.

[0052] S2.2, the target point calculation module in the shunting control subsystem calls the locomotive leveling command and the locomotive route information to calculate the speed limit or target stopping point of the locomotive in a certain section.

[0053] Optionally, step S3 includes:

[0054] S3.1, the desktop management interface module inputs vehicle-related information through the vehicle quantity information input interface and transmits it to the dynamic speed limit prediction module in the shunting and train control subsystem; the dynamic speed limit prediction module performs dynamic speed limit prediction for locomotive speed limit sections based on the acquired vehicle-related information and track gradient information.

[0055] S3.2 The shunting control subsystem combines the locomotive speed and position information calculated by the locomotive positioning module to determine in real time whether the current locomotive speed meets the dynamic speed limit requirements;

[0056] When the locomotive speed exceeds the predicted speed limit, the locomotive and rolling stock module outputs unloading traction, service braking, and emergency braking commands to the locomotive interface subsystem, and performs braking through the braking command controller in the locomotive interface subsystem.

[0057] When the locomotive speed exceeds the predicted speed limit, the output module of the shunting control subsystem outputs an overspeed signal and transmits it to the voice alarm module in the desktop management interface module to issue a voice alarm.

[0058] Optionally, step S4 includes:

[0059] S4.1 After the locomotive brakes, the pressure test interface in the locomotive interface subsystem collects pipe pressure and brake cylinder pressure information, and the brake feedback interface collects feedback information of normal braking or emergency braking and transmits it to the shunting control subsystem.

[0060] S4.2, the locomotive and rolling stock module in the shunting control subsystem receives feedback information on pipe pressure, brake cylinder pressure, service brake or emergency brake, and transmits this information to the shunting locomotive signal and monitoring subsystem;

[0061] S4.3 The shunting control subsystem monitors the execution of braking commands based on the locomotive speed, displacement, and direction information received in step S1.2, as well as pipe pressure, brake cylinder pressure, and feedback information on service braking or emergency braking.

[0062] And / or, the driver inputs an in-depot detection command through the desktop management interface module. This in-depot detection command is transmitted to the self-test module in the vehicle control subsystem. The self-test module calls the pipe pressure, brake cylinder pressure, and service braking or emergency braking feedback information collected in step S4.1 and compares it with the data under normal braking to determine whether the service braking or emergency braking is normal.

[0063] Optionally, the shunting monitoring method further includes:

[0064] The number of locomotives is obtained and updated through the shunting control subsystem;

[0065] After receiving the shunting command from the desktop management interface module, the shunting locomotive signaling and monitoring subsystem calculates the train length in real time and updates the number of vehicles through the locomotive and rolling stock module.

[0066] The present invention also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the shunting monitoring method.

[0067] The present invention also provides an electronic device, including a processor and a memory, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, the shunting monitoring method is implemented.

[0068] In summary, compared with the prior art, the present invention has the following beneficial effects:

[0069] 1. The present invention provides a shunting monitoring system, method, storage medium and electronic device, which combines dynamic speed limit prediction and active braking. Dynamic speed limit prediction provides early warning of speeding situations, reducing the risk of overspeeding signals or track overspeeding. When the locomotive is speeding, it adopts graded control of unloading traction, service braking and emergency braking, which effectively prevents speeding, overspeeding and runaway accidents. Compared with traditional shunting monitoring, it effectively improves the safety performance of the system.

[0070] 2. The present invention provides a shunting monitoring system, method, storage medium and electronic device, which collects pipe pressure and feedback information, performs closed-loop monitoring of braking commands, ensures command execution, avoids accidents caused by braking failure, and improves the reliability of train control.

[0071] 3. The shunting monitoring system, method, storage medium and electronic equipment provided by the present invention can also perform accurate train tracking and automatic update of the number of cars, reduce manual intervention and improve the efficiency of shunting plan execution; and realize the visualization of speed limit prediction, assist the driver to rationally plan the locomotive speed, avoid the driver to accelerate blindly, and reduce energy loss and brake shoe wear caused by ineffective braking. Attached Figure Description

[0072] Figure 1 This is a block diagram showing the connections between the subsystems of the shunting monitoring system of the present invention;

[0073] Figure 2 This is a schematic diagram of the shunting control system of the present invention. Detailed Implementation

[0074] The following will be combined with the appendix Figures 1-2 The present invention will be further described in detail through preferred embodiments. The advantages and features of the present invention will become clearer from the following description. It should be noted that the accompanying drawings are in a very simplified form and use non-precise proportions, only for the purpose of conveniently and clearly illustrating the embodiments of the present invention. Please refer to the accompanying drawings to make the objectives, features, and advantages of the present invention more apparent and understandable. It should be understood that the structures, proportions, sizes, etc., depicted in the accompanying drawings are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed in the specification, and are not intended to limit the implementation conditions of the present invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportional relationships, or adjustments to the size, without affecting the effects and objectives achieved by the present invention, should still fall within the scope of the technical content disclosed in the present invention.

[0075] This invention provides a shunting monitoring system based on dynamic speed limit prediction and speed control, such as... Figure 1 As shown, the shunting monitoring system includes: a shunting control subsystem 100, serving as the core control unit; a shunting locomotive signal and monitoring subsystem 200, which communicates bidirectionally with the shunting control subsystem 100 to transmit generated locomotive route information to the shunting control subsystem 100 and / or receive processed speed information and manually input information from the shunting control subsystem 100 to monitor the shunting operation status; and a locomotive interface subsystem 300, which includes a speed transmission interface 301, a working condition interface 302, and a brake command controller 303. The locomotive interface subsystem 300 communicates bidirectionally with the shunting control subsystem 100 and receives speed information and manually input information through the speed transmission interface 301. The system collects speed transmission information and locomotive operating condition information through the operating condition interface 302, and transmits this information to the shunting control subsystem 100, and / or receives braking commands from the shunting control subsystem 100 through the braking command controller 303, and performs braking through the braking command controller 303; multiple desktop management interface modules 400 communicate bidirectionally with the shunting control subsystem 100, and are used to input various locomotive and vehicle related information, including handle association information and vehicle quantity information, and transmit this information to the shunting control subsystem 100, and / or receive dynamic speed limit prediction and alarm signals from the shunting control subsystem 100.

[0076] Furthermore, the shunting monitoring system also includes an interlocking system that provides interlocking code information and station yard information; the interlocking system is communicatively connected to the shunting locomotive signaling and monitoring subsystem 200 to transmit the acquired interlocking code information and station yard information to the shunting locomotive signaling and monitoring subsystem 200; furthermore, the station yard information includes turnout position, signal display status, and track gradient information.

[0077] In a specific embodiment of the present invention, the shunting control subsystem 100 uses an NXP i.MX6ULL processor and is implemented based on a 32-bit Linux operating system under the ARM architecture. This shunting control subsystem 100 is a completely new, independently developed system. The shunting locomotive signal and monitoring subsystem 200 transmits signals to the shunting control subsystem 100 via a first CAN bus; the locomotive interface subsystem 300 transmits signals to the shunting control subsystem 100 via a second CAN bus; and the desktop management interface module 400 transmits signals to the shunting control subsystem 100 via a third CAN bus.

[0078] Among them, such as Figure 2 As shown, the shunting control subsystem 100 includes: multiple functional modules; a shunting control subsystem platform, one end of which is connected to each of the functional modules, and the other end of which is communicatively connected to the shunting locomotive signal and monitoring subsystem 200, the locomotive interface subsystem 300, and the desktop management interface module 400, serving as a platform for information transmission and interaction; these functional modules include: a mode conversion module 101, a locomotive and rolling stock module 102, a locomotive positioning module 103, a speed transmission module 104, a leveling module 105, a target point calculation module 106, a dynamic speed limit prediction module 107, an output module 108, an anti-runaway control module 109, and a self-test module 110; each module encapsulates one or more functions and provides interfaces to other modules to use its internally encapsulated functions.

[0079] The mode conversion module 101 is responsible for controlling the mode conversion of the shunting control subsystem 100, which includes power-on self-test mode, normal operation mode, depot entry / exit mode, fault mode, and isolation mode. The driver can switch modes and enter the corresponding operation mode through the desktop management interface module 400. The locomotive and rolling stock module 102 is responsible for collecting digital IO status values, summarizing locomotive and rolling stock related information, and driving locomotive IO. Digital IO status includes braking feedback (service braking / emergency braking), pipe pressure, cylinder pressure, and operating condition information. Locomotive and rolling stock related information includes locomotive number, train number, locomotive type, number of cars, brake shoe type, air inlet pipe type, wheel diameter, locomotive registration information, handle association information, locomotive running direction, etc. Locomotive IO driving includes emergency braking, service braking, and traction cut-off. The locomotive positioning module 103 calculates the current position of the locomotive on the route based on the route information and speed transmission information. The speed transmission module 104 collects signals from the locomotive speed sensor, performs noise reduction filtering on the signals, calculates and stores speed values, and provides speed, displacement, and direction information to the outside world. The leveling module 105 parses and stores the leveling signal to obtain leveling instructions and provides a query interface for leveling instructions to the outside world. The target point calculation module 106 calculates the target speed limit point based on the route information (i.e., for different situations such as closed signals, parking, turnout speed limits, track speed limits, dead ends, etc., it calculates the speed limit of the section the train is currently in, the speed limits of all sections it will pass through in the future, and the target stopping point). The dynamic speed limit prediction module 107 calculates the locomotive safety braking curve based on locomotive characteristics (locomotive type, brake shoe type, number of cars, braking efficiency, braking coefficient, basic resistance per unit of train) and track gradient information provided by the station yard, and dynamically predicts the train speed limit based on the target speed limit point calculated by the target point calculation module 106 and the current position of the train obtained by the locomotive positioning module 103. The output module 108 needs to calculate the speed limit value based on the maximum speed limit value calculated by the target point calculation module 106, the dynamic speed limit prediction result obtained by the dynamic speed limit prediction module 107, and the speed limit values ​​for four commands: triggering and canceling voice prompts, releasing traction, normal braking, and emergency braking. In case of speeding, the output module 108 will output an overspeed signal. The anti-rollover control module 109 has pipe pressure anti-rollover, handle anti-rollover, and phase anti-rollover functions. In case of rollover, the anti-rollover control module 109 will output a rollover signal. The self-test module 110 performs a self-test of the overall function in the power-on self-test mode and provides in-depot detection function.

[0080] The functions of the vehicle control subsystem platform include: managing the starting and terminating of all threads; reading configuration files and transmitting them to various functional modules; providing log recording interfaces to each functional module, responsible for recording log content, and managing the opening and closing of log files; managing all external communication channels, including the first, second, and third CAN bus communication channels and network communication channels; providing external data reading interfaces and sending interfaces to each functional module; and calling the initialization interfaces of each functional module during software initialization.

[0081] The speed transmission information collected by the speed transmission interface 301 is periodically collected pulse information; the speed transmission module in the shunting control subsystem 100 receives the pulse information transmitted from the speed transmission interface, and then the locomotive positioning module 103 calls the pulse information and calculates the speed, displacement and direction information of the locomotive in real time, and obtains the current position of the locomotive in the route, and then sends it to the shunting locomotive signal and monitoring subsystem 200.

[0082] Furthermore, the shunting locomotive signal and monitoring subsystem 200 determines the signal open status based on the obtained interlocking code information, and obtains the locomotive's route information by combining the station yard information and the locomotive's speed, displacement, and direction information.

[0083] The locomotive interface subsystem 300 further includes: a leveling interface 304, a brake feedback interface 305, and a pressure test interface 306. The leveling interface 304 collects leveling signals via a hard-wired cable; the brake feedback interface 305 obtains normal (or emergency) brake feedback via a hard-wired cable; and the pressure test interface 306 collects brake cylinder pressure and pipe pressure information via a hard-wired cable. The leveling interface 304, brake feedback interface 305, and pressure test interface 306 are all communicatively connected to the shunting control subsystem 100 to transmit the collected leveling, normal (or emergency) brake feedback, brake cylinder pressure, and pipe pressure information to the shunting control subsystem 100.

[0084] Furthermore, after receiving the leveling signal, the shunting control subsystem 100 parses the locomotive leveling instruction through the leveling module 105 within the shunting control subsystem 100.

[0085] Specifically, the leveling interface 304 is connected to the leveling locomotive controller to collect the TTL (transistor-transistor logic) level of the leveling locomotive controller and send these level signals to the shunting control subsystem 100, thereby parsing out locomotive leveling commands such as stopping, starting, advancing, connecting, ten cars, five cars, and three cars.

[0086] The shunting control subsystem 100 receives shunting locomotive signals and route information from the monitoring subsystem 200. It combines the leveling instructions parsed by the shunting control subsystem 100 with the target point calculation module 106 to calculate the speed limit or target stopping point of the locomotive in a certain section.

[0087] Furthermore, the dynamic speed limit prediction module 107 in the shunting control subsystem 100 dynamically predicts the speed limit of the locomotive based on the locomotive and rolling stock information and the track gradient information, ensuring that the front of the train can enter all the tracks ahead at a speed lower than the track speed limit and preventing the front of the train from exceeding the target stopping point. The locomotive and rolling stock information includes: locomotive type, number of cars, brake shoe type, and air connection pipe type.

[0088] Furthermore, the shunting control subsystem 100, in conjunction with the locomotive speed calculated by the locomotive positioning module 103 and the current position of the train, determines in real time whether the current locomotive speed meets the dynamic speed limit requirements. When the locomotive speed exceeds the predicted speed limit, based on the difference between the actual speed and the speed limit, the locomotive and rolling stock module 102 outputs unloading traction, service braking, and emergency braking commands to the locomotive interface subsystem 300, and braking is performed through the braking command controller 303 in the locomotive interface subsystem 300.

[0089] Specifically, the brake command controller 303 controls the locomotive to disconnect traction according to the unloading traction command, and controls the pipe pressure to drop according to the service brake and emergency brake commands to achieve locomotive braking.

[0090] Optionally, the shunting control subsystem 100 can flexibly set a maximum speed limit value according to on-site requirements. After setting, the locomotive speed is not allowed to exceed this speed limit under any circumstances to ensure on-site operation safety.

[0091] In addition, the shunting control subsystem 100 monitors the execution of braking commands based on pipe pressure, brake cylinder pressure, and normal (or emergency) braking feedback information.

[0092] In a specific embodiment of the present invention, the desktop management interface module 400 is provided in two forms so that the main driver and the co-driver can use it simultaneously.

[0093] The desktop management interface module 400 includes: a desktop display window, which is communicatively connected to the dynamic speed limit prediction module 107, and displays the dynamic speed limit prediction provided by the dynamic speed limit prediction module 107 in the shunting control subsystem 100, so as to assist the driver in planning the vehicle speed control strategy in advance, thereby reducing the energy consumption caused by unreasonable vehicle acceleration and braking, and improving safety; and a voice alarm module, which is communicatively connected to both the output module 108 and the anti-runaway control module 109, and generates a voice alarm after receiving the overspeed signal output by the output module 108 / runaway signal output by the anti-runaway control module 109.

[0094] Furthermore, when the locomotive speed exceeds the predicted speed limit, it outputs unloading traction, service braking and emergency braking commands to the braking command controller 303 of the locomotive interface subsystem 300 to perform braking, and simultaneously outputs the locomotive overspeed signal to the voice alarm module to perform a voice alarm.

[0095] In addition, after the locomotive stops, the shunting control subsystem 100 performs anti-runaway control of the handle, phase, and pipe pressure based on the operating condition information, train pipe pressure, brake cylinder pressure, and direction information collected by the locomotive interface subsystem 300. When the locomotive runs away, it transmits a runaway signal to the voice alarm module for voice prompts and supports the driver to input anti-runaway commands through the desktop display window of the desktop management interface module 400.

[0096] The desktop management interface module 400 supports text display and voice broadcast in multiple languages ​​(such as Chinese, French, etc.) and can be switched between them; the desktop management interface module 400 can also display station information, work order information, locomotive interface status information and locomotive operation status information, and can record this information.

[0097] The desktop management interface module 400 further includes: a handle association information input interface, which is communicatively connected to the shunting control subsystem 100, for receiving handle association information input by the driver and sending it to the locomotive and rolling stock module 102; a vehicle quantity information input interface, which is communicatively connected to the shunting control subsystem 100, for sending the vehicle quantity information input by the driver to the locomotive and rolling stock module 102; a manual switching mode interface, for switching between different working modes; and an in-depot detection command input interface, which is communicatively connected to the shunting control subsystem 100, for sending in-depot detection commands to the self-test module 110.

[0098] It should be noted that the desktop management interface module 400 is equipped with permission management restrictions, and only information input by the desktop management interface module 400 with operation permissions is valid.

[0099] Specifically, the self-test module 110 in the shunting control subsystem 100 performs self-tests on the locomotive's service braking and emergency braking according to the received in-depot test command, and judges whether the service braking, emergency braking and brake release functions are normal based on the train pipe pressure, brake cylinder pressure, service braking feedback and emergency braking feedback information collected by the locomotive interface subsystem 300, and performs fault handling when abnormal.

[0100] Therefore, the shunting control subsystem 100 can determine whether the locomotive is braking normally based on the train pipe pressure, brake cylinder pressure, normal braking feedback, and emergency braking feedback information collected by the locomotive interface subsystem 300, or the in-depot detection commands received by the desktop management interface module 400, and intervene in a timely manner when an abnormality occurs.

[0101] In addition, the shunting control subsystem 100 obtains vehicle quantity information through the number of vehicles input by the driver; after receiving the shunting command, the shunting locomotive signal and monitoring subsystem 200 performs real-time calculation of the train length and updates the vehicle quantity information, and then sends it to the shunting control subsystem 100 to update the vehicle quantity information obtained by the locomotive and rolling stock module 102, which improves the accuracy of vehicle quantity information acquisition and also helps to improve shunting efficiency.

[0102] The shunting control subsystem 100 has multiple operating modes. The driver inputs mode switching information through a manual mode switching interface, and the shunting control subsystem 100 can switch operating modes according to the driver's input mode switching information and the current operating status. The operating modes include normal operation mode, fault mode, isolation mode, and depot entry / exit mode to adapt to speed control requirements in different scenarios.

[0103] This invention also provides a shunting monitoring method based on dynamic speed limit prediction and speed control, comprising the following steps:

[0104] Step S1: The shunting locomotive signal and monitoring subsystem 200 generates locomotive route information;

[0105] S1.1, the locomotive positioning module 103 in the shunting car control subsystem 100 collects and transmits the speed transmission information from the speed transmission interface 301, calculates the speed, displacement and direction information of the locomotive, obtains the current position of the locomotive in the route, and then sends it to the shunting locomotive signal and monitoring subsystem 200.

[0106] S1.2, the shunting locomotive signal and monitoring subsystem 200 obtains interlocking code information and station yard information through the interlocking system, and combines it with the locomotive's speed, displacement and direction information to obtain the locomotive's route information, and then the locomotive's route information is transmitted to the shunting control subsystem 100.

[0107] Step S2: The shunting control subsystem 100 determines the speed limit or target stopping point of the locomotive in a certain section;

[0108] S2.1 After determining the route information, the leveling interface 304 in the locomotive interface subsystem 300 collects the leveling signal and transmits the leveling signal to the leveling module 105 in the shunting control subsystem 100, thereby parsing out the locomotive leveling command.

[0109] S2.2, the target point calculation module 106 in the shunting control subsystem 100 calls the locomotive leveling command and the locomotive route information to calculate the speed limit value or target stopping point of the locomotive in a certain section;

[0110] Step S3: The shunting control subsystem 100 dynamically predicts the speed limit of the locomotive in the speed-limited section, and when the speed of the locomotive exceeds the predicted speed limit, it brakes through the locomotive interface subsystem 300.

[0111] S3.1, the desktop management interface module 400 inputs vehicle-related information through the vehicle quantity information input interface and transmits it to the dynamic speed limit prediction module 107 in the shunting and vehicle control subsystem 100; the dynamic speed limit prediction module 107 performs dynamic speed limit prediction for the locomotive speed limit section based on the acquired vehicle-related information and the line gradient information.

[0112] S3.2, the shunting control subsystem 100, in conjunction with the locomotive speed and position information calculated by the locomotive positioning module 103, determines in real time whether the current locomotive speed meets the dynamic speed limit requirements;

[0113] When the locomotive speed exceeds the predicted speed limit, the locomotive and rolling stock module 102 outputs unloading traction, service braking and emergency braking commands to the locomotive interface subsystem 300, and performs braking through the braking command controller 303 in the locomotive interface subsystem 300.

[0114] When the locomotive speed exceeds the predicted speed limit, the output module 108 in the shunting control subsystem 100 outputs an overspeed signal and transmits it to the voice alarm module in the desktop management interface module 400 to issue a voice alarm.

[0115] Step S4: Monitor the execution of braking commands through the shunting control subsystem 100, and / or perform a self-test of braking through the in-depot detection command input to the shunting control subsystem 100;

[0116] S4.1 After the locomotive brakes, the pressure test interface 306 in the locomotive interface subsystem 300 collects pipe pressure and brake cylinder pressure information, and the brake feedback interface 305 collects normal braking or emergency braking feedback information and transmits it to the shunting control subsystem 100.

[0117] S4.2, the locomotive and rolling stock module 102 in the shunting control subsystem 100 receives feedback information on pipe pressure, brake cylinder pressure, service brake or emergency brake, and transmits this information to the shunting locomotive signal and monitoring subsystem 200;

[0118] S4.3, the shunting control subsystem 100 monitors the execution of braking commands based on the locomotive speed, displacement, and direction information received in step S1.2, as well as pipe pressure, brake cylinder pressure, service braking, or emergency braking feedback information.

[0119] And / or, the driver inputs an in-depot detection command through the desktop management interface module 400. This in-depot detection command is transmitted to the self-test module in the vehicle control subsystem 100. The self-test module calls the pipe pressure, brake cylinder pressure, and service braking or emergency braking feedback information collected in step S4.1 and compares it with the data under normal braking to determine whether the service braking or emergency braking is normal.

[0120] Furthermore, the shunting monitoring method based on dynamic speed limit prediction and speed control also includes: acquiring and updating the number of locomotives through the shunting control subsystem 100; after receiving the shunting command input by the desktop management interface module 400, the shunting locomotive signal and monitoring subsystem 200 performs real-time calculation of the train length and updates the number of vehicles through the locomotive and rolling stock module.

[0121] This embodiment also provides a computer-readable storage medium on which a computer program is stored; when the computer program is executed by a processor, the shunting monitoring method runs.

[0122] This embodiment also provides an electronic device, including a processor and a memory, wherein a computer program is stored in the memory, and the shunting monitoring method runs when the computer program is executed by the processor.

[0123] In summary, the shunting monitoring system, method, storage medium, and electronic equipment provided by this invention can dynamically calculate the current locomotive speed limit and dynamically predict the future locomotive speed limit by combining the maximum speed limit value, interlocking code information, station information, leveling signal, and train position. When the locomotive is speeding or about to speed, it can brake the locomotive and perform closed-loop monitoring of the braking command.

[0124] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0125] In the description of this invention, it should be understood that the terms "center," "height," "thickness," "upper," "lower," "vertical," "horizontal," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0126] In the description of this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0127] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0128] Although the present invention has been described in detail through the preferred embodiments above, it should be understood that the above description should not be considered as a limitation of the present invention. Various modifications and substitutions to the present invention will be apparent to those skilled in the art after reading the above description. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A shunting monitoring system based on dynamic speed limit prediction and speed control, characterized in that, include: Shunting and vehicle control subsystem; The shunting locomotive signal and monitoring subsystem communicates bidirectionally with the shunting control subsystem to transmit the generated locomotive route information to the shunting control subsystem and / or receive the processed speed information and manually input information from the shunting control subsystem to monitor the shunting operation status. The locomotive interface subsystem includes a speed transmission interface, a working condition interface, and a braking command controller. The locomotive interface subsystem communicates bidirectionally with the shunting control subsystem. It collects speed transmission information through the speed transmission interface and locomotive working condition information through the working condition interface, and transmits this information to the shunting control subsystem. It also receives braking commands from the shunting control subsystem through the braking command controller and performs braking through the braking command controller. Multiple desktop management interface modules communicate bidirectionally with the shunting control subsystem to input various locomotive and rolling stock related information, including handle association information and vehicle quantity information, and transmit this information to the shunting control subsystem, and / or receive dynamic speed limit prediction and alarm signals from the shunting control subsystem; The shunting and vehicle control subsystem includes: Multiple functional modules; The shunting control subsystem platform is connected to each of the aforementioned functional modules at one end, and to the shunting locomotive signal and monitoring subsystem, locomotive interface subsystem, and desktop management interface module at the other end, serving as a platform for information transmission and interaction. The functional modules include: locomotive and rolling stock module, locomotive positioning module, speed transmission module, leveling module, target point calculation module, dynamic speed limit prediction module, output module, anti-runaway control module, and self-test module; The locomotive and rolling stock module is used for collecting locomotive and rolling stock related information and digital I / O status, as well as locomotive I / O driving; the digital I / O status includes: service braking feedback, emergency braking feedback, brake cylinder pressure, pipe pressure and operating condition information; the locomotive I / O driving includes service braking, emergency braking and unloading traction; the self-test module provides in-depot detection function.

2. The shunting monitoring system as described in claim 1, characterized in that, The shunting monitoring system also includes an interlocking system, which provides interlocking code information and station yard information. The interlocking system is communicatively connected to the shunting locomotive signaling and monitoring subsystem to transmit the acquired interlocking code information and station yard information to the shunting locomotive signaling and monitoring subsystem. The station yard information includes track gradient information.

3. The shunting monitoring system as described in claim 2, characterized in that, The speed transmission module in the shunting control subsystem receives speed transmission information transmitted from the speed transmission interface. The locomotive positioning module calls this speed transmission information and calculates the speed, displacement and direction information of the locomotive in real time, and obtains the current position of the locomotive in the route, and then sends it to the shunting locomotive signal and monitoring subsystem. The shunting locomotive signal and monitoring subsystem determines the signal open status based on the obtained interlocking code information, and obtains the locomotive's route information by combining the station yard information and the locomotive's speed, displacement, and direction information.

4. The shunting monitoring system as described in claim 3, characterized in that, The locomotive interface subsystem also includes: A leveling interface is used to acquire leveling signals; Braking feedback interface to collect common braking feedback and emergency braking feedback information; Pressure test interface to collect brake cylinder pressure and pipe pressure information; The leveling interface, brake feedback interface, and pressure test interface are all connected to the shunting control subsystem to transmit the collected leveling signals, common brake feedback information, emergency brake feedback information, brake cylinder pressure, and pipe pressure information to the shunting control subsystem.

5. The shunting monitoring system as described in claim 4, characterized in that, After receiving the leveling signal, the shunting control subsystem parses the locomotive leveling instruction through the leveling module within the shunting control subsystem. The shunting control subsystem receives route information from shunting locomotive signals and monitoring subsystems, combines it with the leveling instructions parsed by the shunting control subsystem, and calculates the speed limit or target stopping point of the locomotive in a certain section through the target point calculation module.

6. The shunting monitoring system as described in claim 5, characterized in that, The dynamic speed limit prediction module in the shunting control subsystem performs dynamic speed limit prediction for locomotive speed limit sections based on locomotive and rolling stock information and track gradient information; wherein, the locomotive and rolling stock information includes: locomotive type, number of rolling stock, brake shoe type and air connection pipe type. When the locomotive speed exceeds the predicted speed limit, the locomotive and rolling stock module outputs unloading traction, service braking, and emergency braking commands to the locomotive interface subsystem based on the difference between the actual speed and the speed limit, and then performs braking through the braking command controller in the locomotive interface subsystem.

7. The shunting monitoring system as described in claim 6, characterized in that, The locomotive and rolling stock module transmits pipe pressure, brake cylinder pressure, and brake feedback information to the shunting locomotive signal and monitoring subsystem. The shunting control subsystem monitors the execution of braking commands based on the received locomotive speed, displacement, and direction information, as well as the pipe pressure, brake cylinder pressure, and braking feedback information from the locomotive and rolling stock module.

8. The shunting monitoring system as described in claim 6, characterized in that, The desktop management interface module includes: The desktop display window is communicatively connected to the dynamic speed limit prediction module to display the dynamic speed limit prediction status; The voice alarm module is communicatively connected to both the output module and the anti-rollover control module. It triggers a voice alarm upon receiving an overspeed signal from the output module or a rollover signal from the anti-rollover control module. The handle association information input interface is connected to the shunting control subsystem to receive the handle association information input by the driver and send it to the locomotive and rolling stock module. The vehicle quantity information input interface is communicatively connected to the shunting control subsystem and is used to send the vehicle quantity information input by the driver to the locomotive and rolling stock module. A manual mode switching interface is available to switch between different working modes. The in-depot detection command input interface is communicatively connected to the shunting control subsystem to send in-depot detection commands to the self-test module.

9. The shunting monitoring system as described in claim 8, characterized in that, The self-test module performs service braking and emergency braking self-tests on the locomotive based on the received in-depot test commands, and determines whether the locomotive is braking normally based on the train pipe pressure, brake cylinder pressure, service braking feedback and emergency braking feedback information collected by the locomotive interface subsystem.

10. The shunting monitoring system as described in claim 8, characterized in that, The shunting control subsystem acquires and updates the number of locomotives; after receiving the shunting command from the vehicle quantity information input interface in the desktop management interface module, the shunting locomotive signal and monitoring subsystem calculates the train length in real time and updates the vehicle quantity information through the locomotive and rolling stock module.

11. A shunting monitoring method based on dynamic speed limit prediction and speed control, implemented based on the shunting monitoring system as described in any one of claims 1 to 10, characterized in that, It includes the following steps: Step S1: The shunting locomotive signal and monitoring subsystem generates locomotive route information; Step S2: The shunting control subsystem determines the speed limit or target stopping point of the locomotive in a certain section; Step S3: The shunting control subsystem dynamically predicts the speed limit of the locomotive in the speed-limited section, and when the speed of the locomotive exceeds the predicted speed limit, it brakes through the locomotive interface subsystem. Step S4: Monitor the execution of braking commands through the shunting control subsystem, and / or perform a self-test of braking by inputting a depot detection command into the shunting control subsystem.

12. The shunting monitoring method as described in claim 11, characterized in that, Step S1 includes: S1.1, the locomotive positioning module in the shunting control subsystem collects and transmits speed transmission information through the speed transmission interface, calculates the speed, displacement and direction information of the locomotive, obtains the position of the locomotive in the route, and then sends it to the shunting locomotive signal and monitoring subsystem. S1.2 The shunting locomotive signal and monitoring subsystem obtains interlocking code information and station yard information through the interlocking system, and combines it with the locomotive's speed, displacement and direction information to obtain the locomotive's route information, which is then transmitted to the shunting control subsystem.

13. The shunting monitoring method as described in claim 12, characterized in that, Step S2 includes: S2.1 After determining the route information, the leveling interface in the locomotive interface subsystem collects the leveling signal and transmits the leveling signal to the leveling module in the shunting control subsystem, thereby parsing out the locomotive leveling command. S2.2, the target point calculation module in the shunting control subsystem calls the locomotive leveling command and the locomotive route information to calculate the speed limit or target stopping point of the locomotive in a certain section.

14. The shunting monitoring method as described in claim 13, characterized in that, Step S3 includes: S3.1, the desktop management interface module inputs vehicle-related information through the vehicle quantity information input interface and transmits it to the dynamic speed limit prediction module in the shunting and train control subsystem; the dynamic speed limit prediction module performs dynamic speed limit prediction for locomotive speed limit sections based on the acquired vehicle-related information and track gradient information. S3.2 The shunting control subsystem combines the locomotive speed and position information calculated by the locomotive positioning module to determine in real time whether the current locomotive speed meets the dynamic speed limit requirements; When the locomotive speed exceeds the predicted speed limit, the locomotive and rolling stock module outputs unloading traction, service braking, and emergency braking commands to the locomotive interface subsystem, and performs braking through the braking command controller in the locomotive interface subsystem. When the locomotive speed exceeds the predicted speed limit, the output module of the shunting control subsystem outputs an overspeed signal and transmits it to the voice alarm module in the desktop management interface module to issue a voice alarm.

15. The shunting monitoring method as described in claim 14, characterized in that, Step S4 includes: S4.1 After the locomotive brakes, the pressure test interface in the locomotive interface subsystem collects pipe pressure and brake cylinder pressure information, and the brake feedback interface collects feedback information of normal braking or emergency braking and transmits it to the shunting control subsystem. S4.2, the locomotive and rolling stock module in the shunting control subsystem receives feedback information on pipe pressure, brake cylinder pressure, service brake or emergency brake, and transmits this information to the shunting locomotive signal and monitoring subsystem; S4.3 The shunting control subsystem monitors the execution of braking commands based on the locomotive speed, displacement, and direction information received in step S1.2, as well as pipe pressure, brake cylinder pressure, and feedback information on service braking or emergency braking. And / or, the driver inputs an in-depot detection command through the desktop management interface module. This in-depot detection command is transmitted to the self-test module in the vehicle control subsystem. The self-test module calls the pipe pressure, brake cylinder pressure, and service braking or emergency braking feedback information collected in step S4.1 and compares it with the data under normal braking to determine whether the service braking or emergency braking is normal.

16. The shunting monitoring method as described in claim 15, characterized in that, Also includes: The number of locomotives is obtained and updated through the shunting control subsystem; After receiving the shunting command from the desktop management interface module, the shunting locomotive signaling and monitoring subsystem calculates the train length in real time and updates the number of vehicles through the locomotive and rolling stock module.

17. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the shunting monitoring method as described in any one of claims 11-16.

18. An electronic device, characterized in that, It includes a processor and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, it implements the shunting monitoring method according to any one of claims 11-16.

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