A method, device, equipment and medium for controlling the release of a diverging turnout

Abstract

The application discloses a kind of methods, devices, equipment and medium of releasing control of shunting turnout, applied to rail transit technical field.Shunting turnout includes first turnout section and second turnout section, and the method includes: when detecting that first turnout section is in clear state, the real-time speed of releasing vehicle is measured by speed measuring radar;Speed measuring radar is placed in first turnout section;According to real-time speed, the starting time of speed measuring radar and current time, the running distance of releasing vehicle is calculated;In the case where running distance is greater than the second section length of second turnout section, according to the actual number of axles of releasing vehicle, planned axle number, current speed, vehicle length and second section length, section shielding time is determined;If second turnout section is in clear state all the time within section shielding time, control shunting turnout to execute releasing route command.The application improves the safety and accuracy of releasing control of shunting turnout.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a method, device, equipment and medium for controlling the shunting of a turnout. Background Technology

[0002] Hump ​​shunting operations are conducted continuously. When the operator initiates shunting, they transmit a shunting route command to the branch switches according to the shunting operation plan. After receiving the shunting route control command, the branch switches check the switch section for clearance and immediately control the switch switching according to the shunting route command. If the switch section is found to be occupied, the switch will wait until the switch section is cleared before controlling the switch switching according to the route command. When a light car bounces on a branch switch, it can cause the branch switch to falsely clear. After the branch switch clears, it will switch according to the shunting route command, resulting in the branch switch switching when there is a car, causing the coupler to derail and cause a traffic accident. In existing technologies, the method of track circuit section occupancy and shielding time is commonly used to protect against light car bounce on hump track circuits from a software perspective. This involves using the number of cars in the work plan (converted to train set length), the section length from a pre-stored station section distance parameter table, and the maximum speed limit for the train set passing through the track section (18.0 km / h for the first branch switch and 21.6 km / h for other sections) to calculate the minimum time for the train set to clear the branch switch section from occupancy. This minimum time is the track circuit section occupancy and shielding time. However, because the train set speed used in the section shielding time calculation is a statistical value, when the actual train set speed is lower than the set value, the calculated section shielding time will be less than the actual occupancy time, thus shortening the time for judging track circuit malfunctions. Especially since the speed of the train set entering the branch switch varies greatly, depending on the train set length, peak push speed, and whether coupling has been performed, the track circuit section occupancy and shielding time obtained by this method is not accurate enough, affecting the accuracy of shunting control of the branch switch. Summary of the Invention

[0003] This invention provides a method, apparatus, equipment, and medium for controlling the shunting of branch turnouts, in order to solve the problem of inaccurate shunting control of branch turnouts in the prior art.

[0004] According to one aspect of the present invention, a method for controlling the release of a branch turnout is provided, the branch turnout comprising a first turnout section and a second turnout section, comprising:

[0005] When the first turnout section is detected to be in a cleared state, the real-time speed of the released vehicle is measured by a speed measuring radar; the speed measuring radar is placed next to the first turnout section.

[0006] The travel distance of the released vehicle is calculated based on the real-time speed, the start time of the speed measuring radar, and the current time.

[0007] If the travel distance is greater than the length of the second section of the second turnout section, the section shielding time is determined based on the actual number of axles, the planned number of axles, the current speed, the vehicle length, and the length of the second section of the shunting vehicle.

[0008] If the second turnout section remains in a cleared state throughout the section's shielding time, then the branch turnout is controlled to execute a shunting route command.

[0009] According to another aspect of the present invention, a shunting control device for a branch turnout is provided, the branch turnout comprising a first turnout section and a second turnout section, the device comprising:

[0010] The speed acquisition module is used to measure the real-time speed of the shunting vehicle by means of a speed measuring radar when the first turnout section is detected to be in a cleared state; the speed measuring radar is placed next to the first turnout section.

[0011] The distance calculation module is used to calculate the travel distance of the released vehicle based on the real-time speed, the start time of the speed measuring radar, and the current time.

[0012] The shielding time determination module is used to determine the section shielding time based on the actual number of axles, the planned number of axles, the current speed, the vehicle length, and the length of the second section when the travel distance is greater than the length of the second section of the second turnout section.

[0013] The branch turnout control module is used to control the branch turnout to execute the shunting route command if the second turnout section remains in an open state during the section shielding time.

[0014] According to another aspect of the present invention, an electronic device is provided, the electronic device comprising:

[0015] At least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the shunting control method for a branch turnout according to any embodiment of the present invention.

[0016] According to another aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions for causing a processor to execute and implement the shunting control method for a branch turnout according to any embodiment of the present invention.

[0017] This invention, through the installation of a speed-measuring radar beside the track in the branch turnout section, measures the real-time speed of the shunting vehicle. Based on the real-time speed, the radar's activation time, and the current time, the travel distance is calculated. If the travel distance exceeds the length of the second section of the second turnout section, the section blocking time is determined based on the actual number of axles, the planned number of axles, the current speed, the vehicle length, and the length of the second section. If the second turnout section remains cleared during the blocking time, the branch turnout is controlled to execute the shunting route command, thereby resolving vehicle conflicts or equipment malfunctions, improving the accuracy of shunting control of the branch turnout, and effectively ensuring the safety of shunting operations.

[0018] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a flowchart of a shunting control method for a branch turnout provided in an embodiment of the present invention;

[0021] Figure 2 This is an equipment layout diagram of the branch turnout in the branch turnout shunting control method provided in the embodiment of the present invention;

[0022] Figure 3 This is a schematic diagram of the shunting vehicle clearing the first turnout section in the shunting control method for the branch turnout provided in the embodiment of the present invention;

[0023] Figure 4 This is a schematic diagram of the shunting vehicle clearing the second turnout section in the shunting control method for the turnout provided in the embodiment of the present invention;

[0024] Figure 5 This is a schematic diagram of a light vehicle bounce occurring in the first turnout section during the shunting control method of the turnout provided in an embodiment of the present invention.

[0025] Figure 6 This is a flowchart of another method for controlling the shunting of a branch turnout provided in an embodiment of the present invention;

[0026] Figure 7This is a schematic diagram of the shunting control device for a branch turnout provided in an embodiment of the present invention;

[0027] Figure 8 This is a schematic diagram of the structure of an electronic device that implements the shunting control method for the branch turnout according to an embodiment of the present invention. Detailed Implementation

[0028] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0029] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0030] Furthermore, it should be noted that the collection, storage, use, processing, transmission, provision, and disclosure of relevant data such as speed and number of shafts involved in the technical solution of this invention all comply with the provisions of relevant laws and regulations and do not violate public order and good morals.

[0031] Figure 1 This is a flowchart of a method for controlling the shunting of a branch turnout according to an embodiment of the present invention. This embodiment is applicable to situations where shunting control of branch turnouts is performed. For example, the normal sequence for shunting vehicles passing through the turnout section according to the hump shunting direction is to first enter the first turnout section (DG1 section) and then enter the second turnout section (DG section). Figure 2 As shown. This method can be executed by the shunting control device of the branch turnout, which can be implemented in hardware and / or software and can be configured in electronic equipment with corresponding data processing capabilities, such as a server. Figure 1 As shown, the branch turnout includes a first turnout section and a second turnout section. The method includes:

[0032] S110. When the first turnout section is detected to be in a cleared state, the real-time speed of the sled vehicle is measured by a speed measuring radar; the speed measuring radar is placed next to the first turnout section.

[0033] In this context, "the first turnout section being in a cleared state" means that no trains are occupying the first turnout section, the track circuit is idle, and the conditions for safe train operation are met. The speed measuring radar is placed beside the track in the first turnout section; the specific location of the radar can be set according to actual conditions. The speed measuring radar is used to measure the real-time speed of the shuffling vehicles. For example, the location of the speed measuring radar could be as follows: Figure 2 As shown.

[0034] Specifically, the humpback turnout uses a dual-section track circuit, meaning a turnout section is divided into a first turnout section and a second turnout section, each with a track relay. If the track relay in the first turnout section remains engaged, the humpback control system detects that the first turnout section is in a cleared state. For example, as... Figure 3 As shown, the shunting vehicle has cleared the first turnout section (DG1 section). At this time, the DG1 section is in a cleared state, indicating that the shunting vehicle has left the DG1 section and the wheels of the shunting vehicle are not in contact with the track of the DG1 section. When the first turnout section is detected to be in a cleared state, the speed measuring radar is activated to measure the real-time speed of the shunting vehicle. The speed measuring radar is placed next to the first turnout section.

[0035] S120. Based on the real-time speed, the start time of the speed measuring radar, and the current time, the travel distance of the released vehicle is calculated.

[0036] The activation time of the speed measuring radar refers to the point in time when the radar is activated. The current time refers to the current point in time. The travel distance of the shunting vehicle refers to the distance the shunting vehicle travels on the track.

[0037] Specifically, based on the real-time speed, the activation time of the speed-measuring radar, and the current time, the travel distance of the released vehicle is calculated using an integral formula. This integral formula can be...

[0038]

[0039] Where L is the travel distance of the sled vehicle, t0 is the start time of the speed measuring radar, t is the current time, and v(t) is the real-time speed of the sled vehicle at time t.

[0040] S130. When the travel distance is greater than the length of the second section of the second turnout section, the section shielding time shall be determined based on the actual number of axles, the planned number of axles, the current speed, the length of the vehicle, and the length of the second section.

[0041] The second section length refers to the length of the second turnout section. The actual number of axles of the shunting vehicle refers to the actual number of axles the shunting vehicle possesses during shunting operations. The planned number of axles is the number of axles of the shunting vehicle pre-set in the shunting operation plan. Vehicle length refers to the length data of the shunting vehicle. Section blocking time refers to the time during which signal transmission in a turnout section is temporarily blocked by technical means. By setting section blocking time, traffic safety is effectively ensured. In other words, section blocking time is the shortest time required for the shunting vehicle to completely pass through the turnout section and ensure safe unlocking. Section blocking time is used to control when the turnout section is allowed to unlock after a vehicle has passed, thereby avoiding vehicle collisions or equipment malfunctions.

[0042] Specifically, when the travel distance exceeds the length of the second section of the second turnout section, a method of using the track circuit section's shielding time is needed to prevent mid-journey turnout switching problems caused by light car bouncing or poor track circuit shunting. The section shielding time is calculated using the actual number of axles, planned number of axles, current speed, car length, and the length of the second section. This allows for accurate determination of the section shielding time, preventing premature turnout switching before the turnout section is fully cleared, which could lead to derailment or stalling. It also allows for dynamic calculation of the unlocking time, reducing unnecessary delays, improving shunting or train operation efficiency, and avoiding misjudgments of track circuit clearance due to electrical interference.

[0043] S140. If the second turnout section remains in an open state during the section shielding time, the control branch turnout shall execute the shunting route command.

[0044] Specifically, if the first turnout section is in a cleared state, and the second turnout section remains in a cleared state throughout the section's shielding time, then the branch turnout is determined to be in a cleared state. At this point, the shunting vehicles have completely cleared the branch turnout, and the branch turnout can be controlled to execute the shunting route command, allowing subsequent vehicles to shunt along the designated route. This avoids the problem of branch turnout switching while vehicles are present, which could lead to vehicles derailing and causing traffic accidents, effectively ensuring the safety of shunting operations. For example, as... Figure 4 As shown, the shunting vehicle has cleared the second turnout section (DG section). At this time, the DG section is in a cleared state, indicating that the shunting vehicle has left the DG section and the wheels of the shunting vehicle are not in contact with the track of the DG section.

[0045] Optionally, the method also includes: if the travel distance is equal to the length of the second turnout section, then the branch turnout is determined to be in a cleared state; if the travel distance is less than the length of the second turnout section, then the branch turnout is determined to be in a occupied state.

[0046] Among them, a turnout being in an open state means that the turnout is free, while a turnout being in an occupied state means that a vehicle is occupying the turnout.

[0047] Specifically, if the travel distance is equal to the length of the second turnout section, it means that the shunting vehicle has left the second turnout section and the second turnout section is cleared, thus the branch turnout is in a cleared state; if the travel distance is less than the length of the second turnout section, it means that the shunting vehicle has not left the second turnout section and the second turnout section is occupied, thus the branch turnout is in an occupied state.

[0048] This invention provides an embodiment where a speed-measuring radar is installed beside the track in the turnout section. This radar measures the real-time speed of the shunting vehicle. Based on the real-time speed, the radar's activation time, and the current time, the travel distance is calculated and compared with the turnout section length. If the travel distance exceeds the length of the second turnout section, a section blocking time is determined based on the actual number of axles, the planned number of axles, the current speed, the vehicle length, and the second section length. This blocking time controls when the turnout section is allowed to unlock after a vehicle passes, thus resolving vehicle conflicts or equipment malfunctions and effectively ensuring traffic safety. This effectively ensures that even if a minor vehicle bounce occurs in the turnout section, the turnout will not malfunction. For example, as... Figure 5 As shown, if a shunting vehicle experiences a light bounce in the first turnout section (DG1 section), it indicates that the shunting vehicle crossed the DG1 section during the actual shunting process because the length of the DG1 section is less than the distance between the second and third axles of the shunting vehicle.

[0049] Figure 6 This is a flowchart of another method for controlling the shunting of a branch turnout provided by an embodiment of the present invention. Based on the above embodiments, this embodiment optimizes the process of "determining the section shielding time based on the actual number of axles, planned number of axles, current speed, vehicle length, and second section length," providing an optional implementation scheme. For example... Figure 6 As shown, the branch turnout includes a first turnout section and a second turnout section. The method includes:

[0050] S210. When the first turnout section is detected to be in a cleared state, the real-time speed of the sled vehicle is measured by a speed measuring radar; the speed measuring radar is placed next to the first turnout section.

[0051] S220: Based on the real-time speed, the start time of the speed measuring radar, and the current time, the travel distance of the released vehicle is calculated.

[0052] S230. When the travel distance is greater than the length of the second section of the second turnout section, obtain the actual number of axles of the sled vehicle calculated by the axle counting sensor; the axle counting sensor is placed next to the first turnout section.

[0053] The axle counter sensor is used to count the number of axles on the vehicle. It is placed next to the first turnout section, and its specific location can be set according to actual conditions. For example, the axle counter sensor's location could be as follows: Figure 2 As shown.

[0054] Specifically, when a vehicle is shunted, each wheel generates a pulse as it passes the axle counting sensor. By accumulating the number of pulses, the actual number of axles in the shunting vehicle can be obtained. Therefore, by setting up the axle counting sensor, the actual number of axles in the shunting vehicle can be accurately obtained, enabling dynamic verification of the accuracy of the shunting operation plan.

[0055] S240. Determine the section shielding time based on the actual number of axles, planned number of axles, current speed, vehicle length, and second section length of the shunting vehicle; vehicle length includes the current car length or the remaining car length.

[0056] The current car length refers to the length of the currently shunting vehicle that has passed the axle counting sensor when the actual number of axles is greater than the planned number of axles. The remaining car length refers to the length of the remaining shunting vehicles that have not passed the axle counting sensor when the actual number of axles is less than the planned number of axles; that is, the length of the remaining vehicles.

[0057] Specifically, based on the actual number of axles, the planned number of axles, the current speed, the vehicle length, and the length of the second section, the section shielding time is calculated, which can accurately determine the section shielding time required for the shunted vehicle to completely travel out of the clearing turnout.

[0058] S250. If the second turnout section remains in an open state during the section shielding time, the control branch turnout shall execute the shunting route command.

[0059] Optionally, the section blocking time can be determined based on the actual number of axles, the planned number of axles, the current speed, the vehicle length, and the length of the second section. This includes: if the actual number of axles is less than the planned number of axles, the section blocking time can be determined based on the current speed, the remaining car length, and the length of the second section; if the actual number of axles is greater than the planned number of axles, the section blocking time can be determined based on the current speed, the current car length, and the length of the second section.

[0060] Specifically, if the actual number of axles is less than the planned number, the section shielding time is determined based on the current speed, remaining car length, and second section length. The formula for calculating the section shielding time is: Section shielding time = (Second section length + Remaining car length) / (Current speed). If the actual number of axles is greater than the planned number, the section shielding time is determined based on the current speed, current car length, and second section length. The formula for calculating the section shielding time is: Section shielding time = (Second section length + Current car length) / (Current speed).

[0061] It should be noted that the second section length in the above formula is the effective length of the second turnout section. The effective length is obtained by subtracting the first preset value from the actual length of the second turnout section. The actual length of the second turnout section is the distance from the start to the end of the second turnout section, and the first preset value is generally 4 meters. The remaining car length is obtained based on the number of remaining cars, the car length conversion, and the second preset value. The number of remaining cars is obtained by subtracting the actual number of axles from the planned number of axles, and then dividing the remaining number of axles by the standard number of axles. The standard number of axles is the number of axles per car, and a car generally has 4 axles, i.e., the standard number of axles. The number of axles is generally 4. The car length conversion is the ratio of the actual length of the car to the standard length. The second preset value is the standard length, typically 11 meters. The remaining car length is obtained by multiplying the car length conversion by the second preset value to get the actual length of the car, and then multiplying that actual length by the number of remaining cars. The current car length is based on the current car length conversion and the second preset value. The current car length conversion is the ratio of the actual length of the vehicle to the standard length. The second preset value is the standard length, typically 11 meters. Therefore, the current car length is obtained by multiplying the current car length conversion by the second preset value. By setting the first preset value, during the calculation process, the effective length obtained by subtracting the first preset value from the actual length of the second turnout section is used as the second section length. This allows for the deduction of safety redundancy or fixed buffer distance, avoiding potential errors between the actual wheel position and the detection boundary (e.g., wheelbase influence) when detecting train occupancy in track circuits. This helps obtain the accurate length of vehicle occupancy, making the calculation of section shielding time more accurate and ensuring the safety and efficiency of shunting operations.

[0062] Optionally, the section shielding time is determined based on the current speed, the remaining car length, and the second section length, including: obtaining the first target length based on the second section length and the remaining car length; and determining the section shielding time based on the first target length and the current speed.

[0063] The first target length is the dynamic occupancy length of the shunting vehicle in the turnout section when the actual number of axles is less than the planned number of axles.

[0064] Specifically, the length of the second section and the remaining car length are added together to obtain the first target length; the first target length is then divided by the current speed to obtain the section blocking time. Thus, even when the actual number of axles is less than the planned number, calculating the first target length allows us to determine the actual occupancy of the vehicle within the turnout section, providing a reliable data basis for subsequent calculations of the section blocking time. By calculating the section blocking time, we can ensure that other vehicles will not enter the turnout section while a vehicle is occupying it, thereby avoiding collisions and other safety accidents.

[0065] Optionally, the section shielding time is determined based on the current speed, the current carriage length, and the second section length, including: obtaining the second target length based on the second section length and the current carriage length; and determining the section shielding time based on the second target length and the current speed.

[0066] The second target length is the dynamic occupancy length of the shunting vehicle in the turnout section when the actual number of axles is greater than the planned number of axles.

[0067] Specifically, the second target length is obtained by adding the length of the second section to the current car length; the second target length is then divided by the current speed to obtain the section blocking time. Therefore, when the actual number of axles exceeds the planned number, calculating the second target length allows us to determine the actual occupancy of the vehicle within the turnout section, providing a reliable data basis for subsequent calculations of the section blocking time. By calculating the section blocking time, we can ensure that other vehicles will not enter the turnout section while a vehicle is occupying it, thereby preventing collisions and other safety accidents.

[0068] Optionally, the method also includes: if the actual number of axles is greater than the planned number of axles, then determine that the uncoupling of the sled vehicle has occurred and issue an abnormal alarm message.

[0069] Specifically, if the number of axles exceeds the expected number due to incorrect hook removal during the vehicle's shunting process, an abnormal hook removal will be detected and an alarm will be issued so that staff can handle the situation promptly.

[0070] Optionally, the method also includes: if the actual number of axles is equal to the planned number of axles, then determine that the second turnout section is in a cleared state.

[0071] Specifically, if the actual number of axles equals the planned number of axles, it means that the second turnout section is cleared, and the branch turnout is cleared. At this time, the branch turnout can be controlled to execute the shunting route command so that subsequent vehicles can shunt the route.

[0072] This invention compares the actual number of axles counted by the axle counting device with the planned number of axles. When the actual number of axles is less than the planned number, the current speed and the first target length are used to calculate the section shielding time. After the shielding time is up, if the second turnout section is consistently in a cleared state, the turnout section is considered cleared. When the actual number of axles is greater than the planned number, the system immediately issues an alarm for incorrect hook removal and uses the real-time speed and the second target length to calculate the section shielding time. Thus, for different situations, the corresponding section shielding time calculation method can be selected, and the section shielding time can be dynamically calculated according to the actual situation, effectively ensuring the accuracy of the section shielding time. This allows for more flexible adaptation to the complexity of shunting operations, thereby ensuring the safety of shunting operations.

[0073] Figure 7This is a schematic diagram of the shunting control device for a branch turnout provided in an embodiment of the present invention. Figure 7 As shown, the branch turnout includes a first turnout section and a second turnout section. The device includes:

[0074] The speed acquisition module 310 is used to measure the real-time speed of the shunting vehicle by means of a speed measuring radar when the first turnout section is detected to be in a cleared state; the speed measuring radar is placed next to the first turnout section.

[0075] The distance calculation module 320 is used to calculate the travel distance of the released vehicle based on the real-time speed, the start time of the speed measuring radar, and the current time.

[0076] The shielding time determination module 330 is used to determine the section shielding time based on the actual number of axles, the planned number of axles, the current speed, the vehicle length, and the length of the second section when the travel distance is greater than the length of the second section of the second turnout section.

[0077] The branch turnout control module 340 is used to control the branch turnout to execute the shunting route command if the second turnout section remains in an open state during the section shielding time.

[0078] The turnout shunting control device provided in the embodiments of the present invention can execute the turnout shunting control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method.

[0079] In this embodiment of the invention, a speed measuring radar is installed beside the track in the turnout section. This speed measuring radar is used to measure the real-time speed of the shunting vehicle. Based on the real-time speed, the start time of the speed measuring radar, and the current time, the travel distance is calculated. The actual travel distance is compared with the length of the turnout section. If the travel distance is greater than the length of the second section of the second turnout section, the section blocking time is determined based on the actual number of axles, the planned number of axles, the current speed, the vehicle length, and the length of the second section. The section blocking time is used to control when the turnout section is allowed to unlock after the vehicle passes, thereby avoiding vehicle conflicts or equipment malfunctions and effectively ensuring traffic safety.

[0080] Optionally, the shielding time determination module 330 includes:

[0081] The actual axle count acquisition unit is used to acquire the actual axle count of the shunting vehicle calculated by the axle counting sensor when the travel distance is greater than the length of the second section of the second turnout section; the axle counting sensor is placed next to the first turnout section;

[0082] The shielding time determination unit is used to determine the section shielding time based on the actual number of axles, the planned number of axles, the current speed, the vehicle length, and the length of the second section; the vehicle length includes the current car length or the remaining car length.

[0083] Optionally, the shielding time determination unit includes:

[0084] The first sub-unit for determining the shielding time is used to determine the section shielding time based on the current speed, the remaining car length, and the second section length if the actual number of axles is less than the planned number of axles.

[0085] The second sub-unit for determining the shielding time is used to determine the section shielding time based on the current speed, the current carriage length, and the second section length if the actual number of axles is greater than the planned number of axles.

[0086] Optionally, the first shielding time determination subunit is specifically used for: obtaining the first target length based on the second section length and the remaining carriage length; and determining the section shielding time based on the first target length and the current speed.

[0087] Optionally, the second shielding time determination subunit is specifically used for: obtaining the second target length based on the second section length and the current carriage length; and determining the section shielding time based on the second target length and the current speed.

[0088] Optionally, the device further includes a status determination module, used to determine that the branch turnout is in a cleared state if the travel distance is equal to the length of the second turnout section; and to determine that the branch turnout is in a occupied state if the travel distance is less than the length of the second turnout section.

[0089] Optionally, the device further includes: an anomaly determination module, used to determine that the uncoupling of the sled vehicle has occurred if the actual number of axles is greater than the planned number of axles, and to issue an anomaly alarm message.

[0090] The shunting control device for the branch turnout, as further explained, can also execute the shunting control method for the branch turnout provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method.

[0091] Figure 8A schematic diagram of an electronic device 10, which can be used to implement embodiments of the present invention, is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0092] like Figure 8 As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 can also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0093] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0094] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as the shunting control method for a branch turnout.

[0095] In some embodiments, the turnout shunting control method can be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program can be loaded and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the turnout shunting control method described above can be performed. Alternatively, in other embodiments, processor 11 can be configured to perform the turnout shunting control method by any other suitable means (e.g., by means of firmware).

[0096] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0097] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0098] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0099] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0100] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or middleware components (e.g., application servers), or frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0101] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0102] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0103] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for controlling the shunting of a turnout, characterized in that, The branch turnout includes a first turnout section and a second turnout section, and the method includes: When the first turnout section is detected to be in a cleared state, the real-time speed of the released vehicle is measured by a speed measuring radar; the speed measuring radar is placed next to the first turnout section. The travel distance of the released vehicle is calculated based on the real-time speed, the start time of the speed measuring radar, and the current time. If the travel distance is greater than the length of the second section of the second turnout section, the section shielding time is determined based on the actual number of axles, the planned number of axles, the current speed, the vehicle length, and the length of the second section of the shunting vehicle. If the second turnout section remains in an open state during the section's shielding time, then the branch turnout is controlled to execute a shunting route command. The step of determining the section shielding time based on the actual number of axles, planned number of axles, current speed, vehicle length, and the length of the second section of the shunting vehicle includes: The actual number of axles of the shunting vehicle is obtained from the axle counting sensor; the axle counting sensor is placed next to the first turnout section; The section shielding time is determined based on the actual number of axles, the planned number of axles, the current speed, the vehicle length, and the length of the second section; the vehicle length includes the current car length or the remaining car length. The step of determining the section shielding time based on the actual number of axles, planned number of axles, current speed, vehicle length, and the length of the second section of the shunting vehicle includes: If the actual number of axles is less than the planned number of axles, then the section shielding time is determined based on the current speed, the remaining car length, and the second section length; the calculation formula for the section shielding time is: Section shielding time = (second section length + remaining car length) / (current speed). If the actual number of axles is greater than the planned number of axles, the section shielding time is determined based on the current speed, the current carriage length, and the second section length; the calculation formula for the section shielding time is: section shielding time = (second section length + current carriage length) / (current speed).

2. The method according to claim 1, characterized in that, The determination of the section shielding time based on the current speed, the remaining carriage length, and the second section length includes: The first target length is obtained based on the length of the second section and the length of the remaining carriages; The segment shielding time is determined based on the length of the first target and the current speed.

3. The method according to claim 1, characterized in that, The process of determining the section shielding time based on the current speed, the current carriage length, and the second section length includes: The second target length is obtained based on the length of the second section and the current length of the carriage; The segment shielding time is determined based on the second target length and the current speed.

4. The method according to claim 1, characterized in that, The method further includes: If the travel distance is equal to the length of the second turnout section, then the branch turnout is determined to be in a cleared state. If the travel distance is less than the length of the second turnout section, then the turnout is determined to be in an occupied state.

5. The method according to claim 1, characterized in that, The method further includes: If the actual number of axles is greater than the planned number of axles, it is determined that the uncoupling of the released vehicle has occurred, and an abnormal alarm message is issued.

6. A shunting control device for a branch turnout, characterized in that, The branch turnout includes a first turnout section and a second turnout section, and the device includes: The speed acquisition module is used to measure the real-time speed of the shunting vehicle by means of a speed measuring radar when the first turnout section is detected to be in a cleared state; the speed measuring radar is placed next to the first turnout section. The distance calculation module is used to calculate the travel distance of the released vehicle based on the real-time speed, the start time of the speed measuring radar, and the current time. The shielding time determination module is used to determine the section shielding time based on the actual number of axles, the planned number of axles, the current speed, the vehicle length, and the length of the second section when the travel distance is greater than the length of the second section of the second turnout section. The branch turnout control module is used to control the branch turnout to execute the shunting route command if the second turnout section is in a cleared state for a period of time during the section's shielding period. The shielding time determination module includes: The actual axle count acquisition unit is used to acquire the actual axle count of the sled vehicle calculated by the axle counting sensor when the travel distance is greater than the length of the second section of the second turnout section; the axle counting sensor is placed next to the first turnout section; The shielding time determination unit is used to determine the section shielding time based on the actual number of axles, the planned number of axles, the current speed, the vehicle length, and the length of the second section; the vehicle length includes the current car length or the remaining car length; The shielding time determination unit includes: The first subunit for determining the shielding time is used to determine the section shielding time based on the current speed, the remaining car length, and the second section length if the actual number of axles is less than the planned number of axles. The calculation formula for the section shielding time is: Section shielding time = (second section length + remaining car length) / (current speed). The second subunit for determining the shielding time is used to determine the section shielding time based on the current speed, the current carriage length, and the second section length if the actual number of axles is greater than the planned number of axles; the calculation formula for the section shielding time is: section shielding time = (second section length + current carriage length) / (current speed).

7. An electronic device, characterized in that, The electronic device includes: At least one processor; and a memory communicatively connected to the at least one processor; The memory stores a computer program that can be executed by the at least one processor, which is then executed by the at least one processor to enable the at least one processor to perform the shunting control method for the branch turnout as described in any one of claims 1-5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that, when executed by a processor, implement the shunting control method for the branch turnout as described in any one of claims 1-5.

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