Shunting management and control system and method based on depot yard safety protection system

Abstract

The application discloses a kind of based on the dispatching and control system and method of depot yard safety protection system, wherein the system includes: data acquisition layer, shunting safety logic control layer and shunting terminal visualization layer;Data acquisition layer is used to collect and shunt the operation-related multi-source data;Shunting safety logic control layer is used to: receive shunting plan;The multi-source data is associated with the pre-constructed multi-level safety control topological model and is fused, to form full-quantity fusion data;Based on shunting operation plan and full-quantity fusion data, carry out the whole process safety card control before, during and after shunting operation;Shunting terminal visualization layer is used to: receive multi-source data, and multi-source data and depot yard digital twin model are fused and shown.The application can improve the dispatching efficiency and collaborative ability of the whole process active safety card control of shunting whole scene.

Description

Technical Field

[0001] This invention relates to the field of railway transportation safety technology, and in particular to a shunting control system and method based on the locomotive depot's safety protection system. Background Technology

[0002] Currently, safety management of shunting operations in locomotive depots refers to the comprehensive management of key aspects such as shunting plans, signal confirmation, speed control, and anti-runaway measures through strict enforcement of shunting operation standards, implementation of joint control and mutual control mechanisms, enhanced personnel training and on-site monitoring, and the use of monitoring equipment. However, existing technical solutions all have significant shortcomings and cannot meet the needs of integrated and intelligent safety management of shunting operations in locomotive depots. 1. Existing technologies focus on single track status management, shunting route arrangement, and equipment interlocking. Although they are linked to STP (Wireless Shunting Locomotive Signaling and Monitoring System), they are limited to the delivery of information on the status of signaling equipment and do not have the ability to control the entire shunting process.

[0003] 2. Existing technologies collect safety protection data such as level crossing encroachment and personnel intrusion into ditches to provide safety prerequisite judgments for shunting operations. However, the safety protection data collected by existing systems has limited coverage (usually not covering the entire section), fails to link with track monitoring status, cannot grasp shunting travel plans, and does not interface with STP systems. Safety data forms information silos, and can only achieve simple warnings from a single dimension.

[0004] 3. Existing technologies primarily rely on vehicle-mounted prevention and control, using onboard equipment to collect signal system data to achieve overspeed warnings, etc. However, they suffer from the following problems: incomplete data collection dimensions, lacking safety protection data for specific operational scenarios or facilities in locomotive depots; inability to effectively coordinate with ground dispatching systems, on-site personnel, and movable equipment within the depot; inability to cover special scenarios within the locomotive depot, such as unpowered locomotives or locomotives being coupled and pushed without motors, where the STP system cannot function; furthermore, it does not integrate with the safety prevention and control system during maintenance and preparation operations.

[0005] In summary, the data collected by existing technologies operate independently, forming information silos, which cannot achieve effective control of shunting operations, have safety blind spots, and rely heavily on human experience, resulting in low efficiency. Summary of the Invention

[0006] This invention provides a shunting control system based on the locomotive depot's safety protection system, which breaks down information silos and improves the scheduling efficiency and coordination capabilities of proactive safety control throughout the entire shunting process. The system includes: a data acquisition layer, a shunting safety logic control layer, and a shunting terminal visualization layer. The data acquisition layer is used to: collect multi-source data related to shunting operations; the multi-source data includes real-time information on track management automation, safety protection, mobile equipment, infrastructure status and locomotive status throughout the entire yard. The shunting safety logic control layer is used for: receiving shunting plans; associating and fusing the multi-source data with a pre-built multi-level safety control topology model to form full-volume fused data; and performing full-process safety control before, during, and after shunting operations based on the shunting operation plan and the full-volume fused data. The multi-level safety control topology model includes a basic control layer, a dynamic real-time control layer, and a configurable control layer. The basic control layer performs safety control based on track interlocking constraints, the dynamic real-time control layer instantly identifies and responds to sudden risks based on the full-section safety protection function, and the configurable control layer performs safety control according to the dynamic safety protection configuration strategy. The shunting terminal visualization layer is used to: receive multi-source data and, based on the multi-source data and the digital twin model of the locomotive depot, display in real time at least one of the following: track occupancy status, turnout status, signal status, trench encroachment, depot gate encroachment, disconnect switch status, whether the overhead contact line is energized, turntable area restrictions, electronic track shoe interlocking, and movable equipment status.

[0007] This invention also provides a shunting control method based on a locomotive depot safety protection system, to break down information silos and improve the scheduling efficiency and coordination capabilities of proactive safety control across the entire shunting process. This method, based on the aforementioned shunting control system based on the locomotive depot safety protection system, specifically includes: Collect multi-source data related to shunting operations. The multi-source data includes at least real-time information on the automation of track management, safety protection, mobile equipment, infrastructure status, and locomotive status throughout the entire yard. The multi-source data is correlated and fused with a pre-constructed multi-level security and control topology model to form full-volume fused data. The multi-level security and control topology model includes a basic control layer, a dynamic real-time control layer, and a configurable control layer. The basic control layer performs security control based on track interlocking constraints. The dynamic real-time control layer identifies and responds to sudden risks in real time based on the full-field section security protection function. The configurable control layer performs security control according to the dynamic security protection configuration strategy. Receive shunting plans; based on shunting operation plans and fully integrated data, implement full-process safety control before, during, and after shunting operations; Based on multi-source data and a digital twin model of the locomotive depot, the system can display in real time at least one of the following: track occupancy status, turnout status, signal status, movable equipment status, trench encroachment, depot gate encroachment, disconnector status, whether the overhead contact line is energized, turntable area restrictions, and electronic track shoes.

[0008] This invention also provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the above-mentioned shunting control method based on the locomotive depot safety protection system.

[0009] This invention also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the above-described shunting control method based on the locomotive depot's safety protection system.

[0010] This invention also provides a computer program product, which includes a computer program that, when executed by a processor, implements the above-mentioned shunting control method based on the locomotive depot's safety protection system.

[0011] In this embodiment of the invention, multi-source data related to shunting operations are collected and fused with a pre-constructed multi-level safety control topology model to form full-volume fused data. Based on the shunting operation plan and the full-volume fused data, safety control is implemented throughout the entire process before, during, and after the shunting operation. By fusing multi-source data, this invention breaks down information silos and provides accurate and comprehensive data support for shunting planning, safety control, and visualization. It solves the problems of data fragmentation and insufficient support in existing technologies, and realizes proactive prevention and control, including pre-operation prediction, in-operation handling, and post-operation retrospective. This greatly improves the scheduling efficiency and collaborative capabilities of proactive safety control throughout the entire shunting process. Furthermore, the visualization layer of the shunting terminal enables a "one-screen view of the whole" of shunting operations, providing an intuitive and unified information view for dispatchers, drivers, and on-site personnel, improving the standardization and efficiency of management and laying the foundation for unmanned shunting. Attached Figure Description

[0012] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the 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. In the drawings: Figure 1 This is a schematic diagram of a shunting control system based on a locomotive depot safety protection system in an embodiment of the present invention; Figure 2 This is a schematic diagram of a multi-level security control topology model in an embodiment of the present invention; Figure 3 This is a flowchart illustrating a specific example of shunting control based on the locomotive depot safety protection system in this invention. Figure 4This is a schematic diagram of the digital twin interface of the shunting terminal visualization layer in an embodiment of the present invention; Figure 5 This is a schematic diagram of a specific process of the shunting control method based on the locomotive depot safety protection system in an embodiment of the present invention; Figure 6 This is another specific flowchart illustrating the shunting control method based on the locomotive depot safety protection system in this embodiment of the invention. Detailed Implementation

[0013] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the embodiments of the present invention will be further described in detail below with reference to the accompanying drawings. Here, the illustrative embodiments of the present invention and their descriptions are used to explain the present invention, but are not intended to limit the present invention.

[0014] The acquisition, storage, use, and processing of data in this application comply with relevant laws and regulations.

[0015] Currently, safety management of shunting operations in locomotive depots mainly relies on three types of systems: track management automation systems, depot operation area safety control systems, and wireless shunting locomotive signaling and monitoring systems (STP). However, these existing technical solutions all have significant shortcomings and cannot meet the needs of integrated and intelligent safety management of shunting operations in locomotive depots. 1. Track Management Automation System: Its functions focus on the status management of a single track, the arrangement of shunting routes, and equipment interlocking. Although it is linked with the STP system, it is limited to the delivery of information on the status of signal equipment and does not have the ability to control the entire shunting process. Furthermore, it has not achieved deep linkage with the safety protection system.

[0016] 2. Safety Protection System: Its core function is to collect safety protection data such as level crossing encroachment and personnel intrusion into the trench, providing a safety prerequisite judgment for shunting operations. However, the existing system has limited coverage (usually not covering the entire section), fails to link with the track management automation system, cannot grasp the shunting travel plan, and does not interface with the STP system. Safety data forms information silos, and can only achieve simple warnings from a single dimension.

[0017] 3. Wireless Shunting Locomotive Signaling and Monitoring System (STP): This system primarily focuses on onboard prevention and control, using onboard equipment to collect signal system data to achieve overspeed warnings, etc. However, it has the following problems: the data collection dimensions are not comprehensive, lacking safety protection data for specific scenarios in the locomotive depot (such as pits and disconnect switches); it cannot effectively coordinate with the ground dispatching system and on-site personnel; it cannot cover special scenarios within the locomotive depot, such as when locomotives are powered down or when locomotives are coupled and pushed without generators, in which case the STP system cannot function; furthermore, it does not integrate with the safety prevention and control system in maintenance and preparation operations.

[0018] In summary, existing technologies operate with each system independently, forming information silos. This makes it impossible to achieve closed-loop control of shunting operations, encompassing "data acquisition, processing, visualization, and management execution." It also creates safety blind spots and relies heavily on human experience, resulting in low efficiency.

[0019] To overcome the shortcomings of the existing technology, this invention provides a shunting control system and method that can break down information silos, achieve proactive safety control across all scenarios and processes, and possess visual collaborative management capabilities.

[0020] Figure 1 This is a schematic diagram of a shunting control system based on the locomotive depot safety protection system in an embodiment of the present invention. (Refer to...) Figure 1 The system includes a data acquisition layer, a shunting safety logic control layer, and a shunting terminal visualization layer; The data acquisition layer is used to: collect multi-source data related to shunting operations; the multi-source data includes real-time information on track management automation, safety protection, mobile equipment, infrastructure status and locomotive status throughout the entire yard. The shunting safety logic control layer is used for: receiving shunting plans; associating and fusing the multi-source data with a pre-built multi-level safety control topology model to form full-volume fused data; and performing full-process safety control before, during, and after shunting operations based on the shunting operation plan and the full-volume fused data. The multi-level safety control topology model includes a basic control layer, a dynamic real-time control layer, and a configurable control layer. The basic control layer performs safety control based on track interlocking constraints, the dynamic real-time control layer instantly identifies and responds to sudden risks based on the full-section safety protection function, and the configurable control layer performs safety control according to the dynamic safety protection configuration strategy. The shunting terminal visualization layer is used to: receive multi-source data and, based on the multi-source data and the digital twin model of the locomotive depot, display in real time at least one of the following: track occupancy status, turnout status, signal status, trench encroachment, depot gate encroachment, disconnect switch status, whether the overhead contact line is energized, turntable area restrictions, electronic track shoe interlocking, and movable equipment status.

[0021] The following describes in detail the shunting control system based on the locomotive depot safety protection system in this embodiment of the invention.

[0022] The data acquisition layer collects multi-source data related to shunting operations through video surveillance, sensor data acquisition, and the Internet of Things. This multi-source data includes, at least, real-time information on track management automation, safety protection, mobile equipment, infrastructure status, and locomotive status across the entire depot. Specifically, the multi-source data includes, at least, one or any combination of, the following: track status data across the entire depot, safety protection data across the entire depot, mobile equipment data, locomotive status data, and station track operating condition data.

[0023] refer to Figure 1 The multi-source data includes at least status data from the entire stock track area of ​​the automated stock track management system. For example, the status data from the entire stock track area includes one or any combination of the following: Signal status, track status, track occupancy status, track storage status, turnout status, turnout switch position, turnout fixed / reverse position status, route status, and shunting route opening information; The multi-source data includes at least full-field security protection data from the security protection system, such as one or any combination of the following: Check the status of personnel and production equipment intrusion in the pits of the maintenance line, the pits of the storage line, and the warehouse gate area; the status of the electronic brake shoes of the storage line and the maintenance line; the status of the disconnect switches of the entire section; whether there is an overhead contact line and whether the overhead contact line is energized; and the status of personnel, equipment, and social vehicles encroaching on the level crossing. The mobile device data includes one or any combination of the following: The location and status of the movable roof inspection robot, sanding robot, cleaning robot, patrol robot, and automatic vehicle towing machine; The multi-source data includes at least one or any combination of locomotive status data: Locomotive number (different car number restrictions apply to different models), locomotive model identification code, real-time locomotive location, locomotive power supply status, and number of couplings; The multi-source data includes at least one or any combination of station and track operating data: The parameters include: collision avoidance parameters at the end of the road, speed limits for car washes, restrictions on areas without netting, parking status at roundabouts, blind spot information for curves, and temporary speed limits under severe weather conditions. Severe weather refers to abnormal meteorological phenomena that may have a significant adverse impact on human life, production activities, and the natural environment. Common severe weather includes heavy rain, blizzards, typhoons, tornadoes, thunderstorms, hail, strong winds, dense fog, road icing, cold waves, heat waves, drought, and frost.

[0024] Among them, the station and track operating data includes fixed operating data and temporary operating data; parameters such as collision prevention parameters for dead ends, speed limits for car wash lines, restrictions for areas without netting, and parking confirmation for roundabout areas belong to fixed operating data, while temporary speed limit parameters under severe weather conditions belong to temporary operating data.

[0025] By acquiring full amounts of multi-source data across the entire yard, preparations can be made for subsequent shunting control. The acquired multi-source data can be stored in the shunting safety protection system database.

[0026] The shunting safety logic control layer is the core processing component of the system, used to achieve data fusion and safety control. The multi-level safety control topology model includes a basic control layer, a dynamic real-time control layer, and a configurable control layer. The basic control layer performs safety control based on track interlocking constraints. The dynamic real-time control layer instantly identifies and responds to sudden risks based on the safety protection function of the entire track section. The configurable control layer performs safety control according to the dynamic safety protection configuration strategy.

[0027] This invention establishes a one-to-one mapping relationship between multi-source data and nodes in a multi-level security control topology model, specifically including: Status data (signal status, track status, turnout status, etc.) within the entire track section are mapped to the corresponding interlocking nodes in the basic control layer. The basic control layer may include multiple interlocking nodes, which represent components or mechanisms in the basic control layer used to achieve logical linkage and coordinated response between multiple safety control points (signal status, track status, turnout status, etc.). Safety protection data for the entire field (ditches, warehouse doors, disconnect switches, electronic track shoes, level crossing status, etc.) are mapped to the corresponding dynamic protection nodes in the dynamic real-time prevention and control layer. The dynamic real-time prevention and control layer includes multiple dynamic protection nodes, which can be safety execution units deployed in the dynamic real-time prevention and control layer that can adaptively adjust based on real-time data, behavior analysis, or context awareness. Locomotive status data (model, number, power supply status, real-time location, etc.) and mobile device data (location, operating status, etc.) are mapped to the corresponding policy configuration nodes of the configurable prevention and control layer, and are also associated with the track nodes and / or track nodes of the basic prevention and control layer; the configurable prevention and control layer includes multiple policy configuration nodes, which can be used as logical units for centralized management and distribution of safety policies; The station track condition data (fixed speed limit, temporary speed limit, turntable area parameters, etc.) are mapped to the corresponding track nodes and / or area nodes in the model, and are adapted to the strategy parameters of the configurable control layer. The strategy parameters are displayed to the user in the form of options or customization, and can be set by the user.

[0028] All data is bound to model nodes through a unique code, realizing the basic logic of "data update - node status synchronization".

[0029] In one embodiment, the track interlocking constraint includes the interlocking constraint relationship of signals, tracks, and turnouts, and the basic control layer of the multi-level safety control topology model performs safety control based on the interlocking constraint relationship of signals, tracks, and turnouts; The dynamic real-time prevention and control layer of the multi-level security and control topology model is based on the existence of at least one of the following facilities in the entire field section: trench protection, warehouse door area, isolation switch protection, electronic track shoe, level crossing, and mobile equipment to form dynamic real-time prevention and control. The dynamic safety protection configuration strategy means that the safety protection strategy is automatically adjusted according to the locomotive status data. The configurable control layer of the multi-level safety control topology model performs safety control based on the locomotive status data and real-time multi-source data, and specifically performs differentiated safety control.

[0030] refer to Figure 2 , Figure 2 This is a schematic diagram of a multi-level safety control topology model in an embodiment of the present invention. It shows the shunting safety control topology diagram of the multi-level safety control topology model. The shunting safety control topology model refers to the basic safety control based on the interlocking constraints of signal-track-turnout based on the automation of track management, identifying the opening of signal control signals and turnout status, track occupancy, and ensuring interlocking safety control; dynamic real-time control based on real-time scene safety control constraints formed for dedicated facilities such as trench protection, depot gate areas, isolating switch protection, electronic track shoes, level crossings, and movable equipment in the route; and a multi-level control system based on supplementary line condition data such as safety control areas of turntables and car wash areas, and dynamic configurable control based on locomotive type and car number identification.

[0031] For example, dynamic real-time prevention and control can expand the safety protection functions of the entire yard, identify the status of the isolation switches of the entire yard, whether the contact wire is energized, whether there are personnel, equipment and social vehicles encroaching on the level crossing, whether there are mobile devices (various robots, automatic traction machines, etc.) in the driving area, whether there are personnel and equipment encroaching on the gates and ditches of the preparation line, and the status of the electronic iron shoe, so as to realize whether the shunting conditions are met before and during shunting.

[0032] Configurable safety controls allow for dynamic configuration of safety control parameters based on locomotive type (diesel, electric, etc.), track conditions (turntable, car wash area, etc.) and other requirements.

[0033] Shunting safety logic control layer: Based on the actual layout of the locomotive depot, a shunting safety prevention and control topology model is constructed, and the collected multi-source data is associated and fused with the shunting safety prevention and control topology model to form full-volume fused data of shunting operations; the full-volume fused data is, for example, a structured, semantic, and scenario-based risk perception dataset generated through association, mapping, rule reasoning and context modeling.

[0034] The shunting safety logic control layer includes a data fusion module and a safety control engine. The data fusion module associates and fuses the multi-source data with a pre-built multi-level safety control topology model, and the safety control engine performs full-process safety control, early warning, and backtracking before, during, and after shunting operations.

[0035] During implementation, based on the full fusion of data, a safety control engine is used to control the entire shunting operation process.

[0036] In one embodiment, the shunting operation plan includes a shunting plan path; The shunting safety logic control layer is specifically used for: (1) Before shunting operation: Based on the shunting plan route and the fully integrated data, determine whether the route meets the shunting conditions; If not, generate an early warning message and prohibit shunting operations from being initiated; If available, initiate shunting operation; (2) During shunting operations: After initiating a shunting operation, based on the real-time locomotive model and full fusion data, it is determined whether there is any route abnormality or sudden change in safety conditions. If so, an early warning message is generated and pushed to the shunting terminal visualization layer and the locomotive onboard terminal. A confirmed emergency stop instruction is issued through the shunting terminal visualization layer. (3) After shunting operation: Data from the entire shunting process is retained to form an operation log; the operation log is used for safety management and retrospective analysis; that is, data from the entire shunting process is retained to form a traceable operation log, enabling safety management and retrospective analysis.

[0037] For example, the shunting safety logic control layer executes the following processing logic based on the safety control engine: path safety condition judgment before shunting operation, real-time risk monitoring and early warning during shunting operation, and data retention and backtracking after shunting operation.

[0038] The safety control engine revolves around the core scenarios of shunting in the locomotive depot, formulating shunting safety logic and providing configurable modes. For example, it includes the status of personnel / social vehicles encroaching on level crossings, personnel encroaching on trench areas, the status of isolating switches (whether electric locomotives are allowed to enter), mobile devices such as robots working in trenches, automatic traction machines remaining on the tracks (shunting is prohibited if safety conditions are not met), electronic track shoe interlock control status (shunting is prohibited until it is revoked), setting parking safety confirmation and allowing only single-machine operation in the turntable area, and configuring control information in the car wash area based on whether it is in operation, etc.

[0039] The core of the full-process safety control emphasizes proactive safety protection, including proactive identification and judgment before and during shunting based on the safety control engine, providing a basis for shunting decisions.

[0040] The system can preprocess the acquired multi-source data and then integrate the preprocessed data with the shunting safety and control topology model to form a complete fusion of shunting operation data. The fusion logic is centered on the shunting operation plan, linking the real-time locomotive location with the shunting safety and control topology, the shunting route with safety protection data, and the locomotive status with maintenance and repair data.

[0041] During implementation, the track and direction of locomotive are determined based on the full fusion data, and it is determined whether there are any potential safety hazards along the route and whether shunting operations are possible.

[0042] In one embodiment, the logic of the association and fusion is as follows: taking the shunting operation plan as the core, the real-time position of the locomotive is associated with the multi-level safety control topology model to determine the track and direction of operation of the locomotive; the shunting path is associated with the safety protection data of the entire yard to judge the safety hazards of the path; and the locomotive status is associated with the preparation and maintenance data to judge whether the locomotive is ready for shunting operation.

[0043] In one embodiment, the path safety condition judgment before shunting operation specifically includes: according to the shunting plan path, retrieving information including the status of personnel / social vehicles encroaching on the level crossing, the status of personnel encroaching on the trench area, the status of the isolating switch, and the status of the electronic track shoe interlocking control; and checking the location of the robot, automatic traction machine, etc. through the interface with the mobile device to determine whether the path meets the shunting conditions. If the conditions are not met, a warning message is generated and the shunting operation is prohibited.

[0044] Real-time risk monitoring and early warning in shunting operations specifically include: based on locomotive type and shunting route area control, real-time monitoring of changes in safety protection conditions, including the status of personnel / vehicles encroaching on level crossings, personnel intrusion into trench areas, mobile equipment status, isolating switch status, and electronic track shoe interlocking control status. If there is an abnormal route or a sudden change in safety conditions, an early warning message is generated and pushed to the dispatching terminal, such as the shunting terminal visualization layer and the locomotive onboard terminal, and can trigger a confirmed emergency stop instruction.

[0045] In one embodiment, the shunting safety logic control layer is specifically used for: Safety control measures are implemented for special operating conditions. The control strategies for special operating conditions are related to the locomotive's power supply status and the number of locomotives coupled together. Special operating conditions include at least one of the following: shunting of locomotives in a powered-off state, pushing of locomotives coupled together without electric motors, allowing only one locomotive to enter the turntable area, and shunting of locomotives for preparation and maintenance.

[0046] This example focuses on special operating conditions in the locomotive depot (conditions that the existing STP system cannot cover), such as shunting of locomotives in the power-off state, coupling and pushing of locomotives without generators, allowing only one locomotive to enter the turntable area, and shunting in conjunction with locomotive preparation and maintenance. Dedicated safety control is implemented through the shunting safety logic control layer, and all functional modules and safety control logic are specifically adapted for these special operating conditions.

[0047] In this embodiment, based on the full fusion data of shunting operations, a digital twin visualization interface corresponding to the physical station is constructed and displayed to realize the visualization monitoring and information collaboration of shunting operation status.

[0048] The shunting terminal visualization layer is used to: receive multi-source data and, based on the multi-source data and the digital twin model of the locomotive depot, display in real time at least one of the following: track occupancy status, turnout status, signal status, movable equipment, trench encroachment, depot gate encroachment, disconnector status, whether the overhead contact line is energized, turntable area restrictions, and electronic track shoe interlocking.

[0049] In addition to displaying locomotive locations and station maps, digital twin visualization emphasizes full-scenario safety visualization and collaboration for shunting in the locomotive depot. This includes digital twins of the unique safety protection statuses of the locomotive depot, such as pit encroachment, disconnect switch status, turntable area restrictions, electronic wheel shoe interlocks, car wash machine area restrictions, and the status of mobile equipment (various robots, automatic traction machines, etc.).

[0050] Specifically, the digital twin visualization interface includes: a digital twin electronic sand table built based on 3D modeling technology that corresponds to the physical station in a 1:1 scale, and a digital dashboard for locomotive operations integrated on the electronic sand table; in addition to displaying the real-time location of locomotives, track occupancy status, and switch / signal status, the digital dashboard also displays digital twin information on safety protection status such as trench encroachment, depot door encroachment, disconnect switch status, whether the overhead contact line is energized, turntable area restrictions, electronic track shoe interlocking, status of movable equipment (various robots, automatic train pulling machines, etc.), and areas with and without electricity.

[0051] In this embodiment, the digital twin visualization interface supports user operations, such as responding to clicks on areas or devices on the digital twin electronic sand table and retrieving and displaying real-time monitoring videos of the corresponding areas.

[0052] In one embodiment, the multi-level security control topology model also includes a track topology map. The track topology map includes the spatial connection relationships and logical structure between fixed equipment such as tracks, turnouts, signals, tracks, and sections within railway yards (such as locomotive depots, stations, marshalling yards, etc.). It is used to describe the running path and mutual constraints of shunting locomotives on the physical track. In implementation, the multi-source data is fused with the track topology map, and security protection is carried out in conjunction with a pre-set safety rule base. The safety rule base is used to store safety control strategies such as track speed limit standard data, shunting operation permission threshold data, and temporary control parameter data.

[0053] In one embodiment, the safety control engine: based on the fused full-volume data and combined with a multi-level safety control topology model, it configures an intelligent risk identification mode and formulates shunting safety logic with configurable modes. For example, it includes configuration information such as the status of personnel / vehicle intrusion at level crossings, personnel intrusion in the trench area, the status of isolating switches (whether electric locomotives are allowed to enter), the status of electronic track shoe interlocking (shunting is prohibited until it is revoked), the status of mobile devices such as robots working in the trench, the status of automatic traction machines on the track (shunting is prohibited until safety conditions are met), and the setting of parking safety confirmation and single-machine operation only in the turntable area. This achieves full-process safety control before, during, and after shunting operations. Before operation: Based on the shunting plan route, assess the route's safety conditions. If the conditions are not met, generate a warning and prohibit operation. Details are as follows: 1. Extract core information from the shunting operation plan: including shunting route, locomotive number / model, operation type, number of couplings, etc.; 2. Verify the status of path nodes based on full-volume fusion data: Extract the real-time status of all nodes in the model corresponding to the shunting path, and verify whether the signal can be opened, whether the turnout is in place, whether the track is free, whether the trench, gate, and level crossing are free from encroachment, whether the electronic track shoe has been removed, and whether the status of the disconnector / contact wire matches the locomotive type, etc., based on the basic prevention and control layer and / or the dynamic real-time prevention and control layer. 3. Verify locomotive operating conditions: Based on the locomotive status and maintenance data in the full fusion data, determine whether the locomotive is ready for shunting operations, such as "whether the locomotive has completed the power-off operation in the power-off state, and whether the electric locomotive is matched with the energized contact network state"; 4. Result Judgment and Handling: If all safety conditions are met, the safety control engine generates a "Route safe, shunting operation permitted" instruction. If any condition is not met, the engine immediately generates a warning message (clearly specifying the risk point and risk level), prompting dispatchers to intervene manually.

[0054] During operation: Real-time monitoring of locomotive speed, position, and safety conditions. If any abnormality occurs (such as speeding or exceeding safety limits), an early warning is immediately generated and pushed to the dispatch terminal and onboard terminal, and an emergency stop command can be triggered. Details are as follows: 1. Real-time tracking of core data: Through full data fusion, the real-time location, operating speed, and shunting route status of locomotives are tracked, as well as the status of all safety protection facilities, movable equipment, and line operating parameters in the shunting route coverage area; 2. Real-time monitoring and verification of locomotive operating status, shunting route node status, and on-site safety protection status: whether there are any abnormalities in the shunting route (such as sudden switch displacement or sudden signal closure); whether there are any sudden changes in the on-site safety protection status (such as sudden ditch / level crossing encroachment or abnormal electronic track shoe status); the control rules are used to: perform safety control of locomotives based on real-time multi-source data; 3. Risk warning and graded response: Different levels of warning information are set and pushed to the dispatch terminal simultaneously. After the dispatcher confirms, he can issue an emergency stop instruction through the visual layer of the shunting terminal. At the same time, the track management automation system automatically shuts down the relevant signals and blocks the corresponding track section.

[0055] Post-task processing: All task data is retained to create a traceable task log. Details are as follows: 1. Create a traceable operation log: Integrate all data (including timestamps) from the entire shunting operation process, shunting plan information, early warning information, handling records, equipment status change records, etc., to generate a structured shunting operation log and store it in the database; 2. Safety Management Retrospective Analysis: If a risk event or abnormal situation occurs during shunting operations, the entire process data can be retrospectively analyzed based on the operation log to pinpoint the time, location, and cause of the risk, as well as the effectiveness of the handling measures, providing objective data basis for accident investigation and liability determination.

[0056] Figure 3 This is a flowchart illustrating a specific example of shunting control based on the locomotive depot safety protection system in this invention. Figure 3 As shown, the safety protection database is configured (e.g., setting transponder locations and speed limit points, configuring equipment protection parameters), and safety protection data is collected and retrieved. Before shunting: the safety conditions of the shunting area are checked. If it is unsafe, an early warning is issued and the warning information is stored. Subsequent manual intervention is possible, controlling the automatic track management to close the signal and prohibiting shunting. If it is safe, the automatic track management to open the signal is controlled, allowing shunting. During shunting: real-time safety protection checks are performed. If it is safe, continuous monitoring continues until the shunting is completed. If it is unsafe, an early warning is issued and the warning information is stored. The automatic track management to close the signal and prohibit shunting is controlled.

[0057] Here's an example illustrating the shunting control steps based on the locomotive depot's safety protection system: Step 1: Data Acquisition and Aggregation. Continuously collect data in real-time from various sources: Read signal status (red / green / yellow), track circuit information (idle / occupied), and turnout position (fixed / reverse) from the track management automation system; read laser beam or video analysis results (encroachment / normal) at level crossings, information on trench areas (personnel intrusion / no intrusion), disconnector status (closed / open), and track electronic track shoe status (installed / removed) from the safety protection system; and adapt locomotive status information from the operation and safety system or manually entered to match fixed speed limits and other information for different station sections.

[0058] Step Two: Data Fusion and Risk Assessment. Upon receiving the shunting operation plan, the shunting safety logic control layer initiates the safety control process. First, based on the planned shunting route, the locomotive's movement is simulated in the digital shunting safety control topology model. Next, the data fusion module associates the planned shunting route with real-time safety protection data: for example, if the planned route passes through level crossing No. 3, it checks whether the crossing is currently in an "encroachment" state; if the plan enters an electrified area, it checks whether the corresponding isolating switch is in the "closed" position. Simultaneously, based on the locomotive's real-time position, the temporary speed limit requirement for the track ahead is calculated. The safety control engine makes a judgment based on this fused information: if all safety conditions are met (no abnormal encroachment, correct isolating switch status, intelligent track shoe status, etc.), a "Route safe, operation permitted" instruction is generated; if any condition is not met, an early warning is immediately generated (e.g., "Personnel encroaching on level crossing No. 3, passage prohibited"), and the shunting plan is prevented from executing.

[0059] Step 3: Real-time Monitoring and Dynamic Adjustment During Operation. Once shunting operations begin, the system continuously monitors the locomotive. The safety control engine compares the locomotive's actual speed with the speed limit at its current location in real time. If the speed is exceeded, an audible and visual warning is issued to the driver's cab terminal and the dispatcher's console. Simultaneously, safety protection data is continuously monitored. If a report of intrusion into a ditch is received during operations, and the locomotive is approaching that area, the system will immediately generate a high-level warning (different levels of warning voices are pre-configured) and prompt the dispatcher to trigger an "emergency stop" command. All warnings and status changes are highlighted on the digital twin sand table in the shunting terminal's visualization layer.

[0060] Step 4: Visualization and Information Collaboration. Figure 4 This is a schematic diagram of the digital twin interface of the shunting terminal visualization layer in an embodiment of the present invention, with reference to... Figure 4The interface displays video surveillance areas, route information areas, shunting plan areas, early warning areas, station map areas, and shunting routes. Dispatchers can have a comprehensive view of the section's situation through the digital dashboard: locomotive models move in real time on the sand table, track colors indicate occupancy status, turnout icons show the direction of operation, and corresponding equipment icons flash when there is an early warning. Clicking on the camera icon on the sand table will bring up real-time video of that area. Early warning information, locomotive status, and other information are also simultaneously pushed to the mobile terminals of relevant personnel, achieving information collaboration.

[0061] In summary, the data acquisition layer in this embodiment of the invention is used to collect automated track management data, safety protection data, station track condition data, and locomotive status data. The core focus is on the shunting safety protection scenario within the locomotive depot, including dedicated facilities such as trenches, disconnect switches, electronic track shoes, and level crossings. The shunting safety logic control layer constructs a shunting safety control topology model based on the depot layout, fusing multi-source data to form comprehensive shunting operation data; it also incorporates a safety control engine to achieve full-process safety risk prediction, early warning, and retrospective analysis before, during, and after shunting operations based on the fused data. The shunting terminal visualization layer constructs a digital twin electronic sand table and digital dashboard based on the fused data, enabling full-scene visualization monitoring and multi-terminal information collaboration for shunting operations. This embodiment of the invention solves the problems of information silos, incomplete safety protection coverage, and inability to achieve full-process closed-loop control in existing shunting management systems, realizing integrated intelligent management and control led by ground dispatch, full-scene prevention and control, and multi-system collaboration.

[0062] This invention also provides a shunting control method based on a locomotive depot safety protection system, as described in the following embodiments. Since the principle behind this method is similar to that of the shunting control system based on a locomotive depot safety protection system, its implementation can refer to the implementation of the shunting control system based on a locomotive depot safety protection system; repeated details will not be elaborated further.

[0063] The method includes: locomotive shunting control based on the aforementioned shunting control system based on the locomotive depot safety protection system.

[0064] Figure 5 This is a schematic diagram of a specific process for a shunting control method based on a locomotive depot safety protection system in an embodiment of the present invention. (Refer to...) Figure 5 The method includes: Step 501: Collect multi-source data related to shunting operations. The multi-source data includes at least real-time information on the status of track management automation, safety protection, mobile equipment, infrastructure, and locomotives throughout the entire yard. Step 502: The multi-source data is associated and fused with the pre-constructed multi-level security and control topology model to form full-volume fused data; the multi-level security and control topology model includes a basic control layer, a dynamic real-time control layer, and a configurable control layer. The basic control layer performs security control based on track interlocking constraints. The dynamic real-time control layer identifies and responds to sudden risks in real time based on the full-field section security protection function. The configurable control layer performs security control according to the dynamic security protection configuration strategy. Step 503: Receive the shunting plan; Based on the shunting operation plan and the fully integrated data, perform full-process safety control before, during and after the shunting operation; Step 504: Based on the digital twin model of multi-source data and the locomotive depot, display in real time at least one of the following: track occupancy status, turnout status, signal status, movable equipment, trench encroachment, depot gate encroachment, disconnector status, whether the overhead contact line is energized, turntable area restrictions, and electronic track shoes.

[0065] In one embodiment, the specific steps of the shunting control method based on the locomotive depot safety protection system can be as follows: (1) Data acquisition: Collect multi-source data related to shunting operations. The multi-source data includes at least track management automation data, safety protection data, station and track condition data, and locomotive status data. (2) Data fusion: Based on the actual layout of the locomotive depot, a multi-level safety control topology model is constructed, and the collected multi-source data is associated and fused with the multi-level safety control topology model to form full-volume fused data of shunting operations; (3) Full-process safety control: Based on the full-scale fusion data of the shunting operation, the safety control engine performs full-process safety control before, during and after the shunting operation in a configurable mode; (4) Full-scene safety visualization: Based on the full-volume fusion data of the shunting operation, a digital twin visualization interface corresponding to the physical station is constructed and displayed through the visualization layer of the shunting terminal, so as to realize the visualization monitoring of the shunting operation status and the information collaboration of multiple terminals.

[0066] Figure 6 This is another specific flowchart illustrating the shunting control method based on the locomotive depot safety protection system in this embodiment of the invention. (Refer to...) Figure 6 The method includes: Step 601: Collect basic static data such as the physical layout, equipment and facilities, and track conditions of the locomotive depot. Construct topological logic with track interlocking constraints as the core to fully match the interlocking safety rules of railway signals, tracks, and turnouts. Step 602: Based on the real-time status of safety protection facilities across the entire section, construct a multi-level safety control topology model that can instantly identify sudden risks, and integrate the multi-source data collected in step 601 with the shunting safety control topology model to form full-volume fusion data for shunting operations. Step 603: Taking differentiated and dynamic safety protection strategies as the core, set configurable prevention and control dimensions based on locomotive attributes (model, number, power supply status), operating conditions (number of couplings, shunting type), and line conditions (turntable, car wash line, severe weather); Step 604: Based on the full fusion data of the shunting operation, perform full-process safety control of the shunting operation through the safety control engine; construct and display a digital twin visualization interface corresponding to the physical station to realize visualized monitoring and information collaboration of the shunting operation status.

[0067] The implementation of this method is based on the shunting control system of the locomotive depot's safety protection system.

[0068] This invention also provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the above-mentioned shunting control method based on the locomotive depot safety protection system.

[0069] This invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the aforementioned shunting control method based on the locomotive depot's safety protection system.

[0070] This invention also provides a computer program product, which includes a computer program that, when executed by a processor, implements the above-mentioned shunting control method based on the locomotive depot's safety protection system.

[0071] The embodiments of the present invention have the following beneficial effects: 1. Construct a dedicated data system to achieve precise support: The first safety protection data system adapted to the shunting scenario of the locomotive depot is created. It integrates data from multiple systems to provide accurate and comprehensive data support for shunting planning, safety control and visualization, and solves the problems of data fragmentation and insufficient support in existing technologies.

[0072] 2. Break down information silos and achieve multi-system collaboration: Through data fusion mechanisms, the systems of track management automation, safety protection, and maintenance are connected to achieve data sharing and business linkage, forming a control model of "ground dispatch-led, multi-terminal collaboration, and proactive protection", which greatly improves dispatch efficiency and collaboration capabilities.

[0073] 3. Achieve proactive safety control throughout the entire process: Safety protection data is deeply integrated into the entire shunting process. Through the safety control engine, proactive prevention and control are achieved, including pre-operation prediction, in-operation handling, and post-operation retrospective analysis. This covers special scenarios that the STP system cannot cover, such as locomotive unloading and motorless coupling, significantly reducing safety risks.

[0074] 4. Achieve full-scenario visual management and control: Through digital twin electronic sand table and digital dashboard, shunting operations can be viewed "on a single screen", providing dispatchers, drivers and on-site personnel with an intuitive and unified information view, improving the standardization and efficiency of management and control, and laying the foundation for unmanned shunting.

[0075] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0076] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0077] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0078] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0079] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above descriptions are merely specific embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A shunting control system based on the locomotive depot's safety protection system, characterized in that, include: Data acquisition layer, shunting safety logic control layer, and shunting terminal visualization layer; The data acquisition layer is used to: collect multi-source data related to shunting operations; the multi-source data includes real-time information on track management automation, safety protection, mobile equipment, infrastructure status and locomotive status throughout the entire yard. The shunting safety logic control layer is used to: receive shunting plans; The multi-source data is correlated and fused with a pre-constructed multi-level safety control topology model to form full-volume fused data. Based on the shunting operation plan and the full-volume fused data, safety control is implemented throughout the entire process before, during, and after shunting operations. The multi-level safety control topology model includes a basic control layer, a dynamic real-time control layer, and a configurable control layer. The basic control layer performs safety control based on track interlocking constraints. The dynamic real-time control layer instantly identifies and responds to sudden risks based on the safety protection function of the entire section. The configurable control layer performs safety control according to the dynamic safety protection configuration strategy. The shunting terminal visualization layer is used to: receive multi-source data and, based on the multi-source data and the digital twin model of the locomotive depot, display in real time at least one of the following: track occupancy status, turnout status, signal status, movable equipment, trench encroachment, depot gate encroachment, disconnector status, whether the overhead contact line is energized, turntable area restrictions, and electronic track shoes.

2. The shunting control system based on the locomotive depot safety protection system as described in claim 1, characterized in that, The multi-source data includes one or any combination of the following: status data within the entire track area, safety protection data within the entire track area, mobile equipment data, locomotive status data, and station track operating condition data.

3. The shunting control system based on the locomotive depot safety protection system as described in claim 2, characterized in that, The status data within the entire track area includes one or any combination of the following: Signal status, track occupancy status, track car storage status, turnout positioning and reversing status, and shunting route opening information; The full-section field safety protection data includes one or any combination of the following: Check the status of personnel and production equipment intrusion in the pits of the maintenance line, the pits of the storage line, and the warehouse gate area; the status of the electronic brake shoes of the storage line and the maintenance line; the status of the disconnect switches of the entire section; whether there is an overhead contact line and whether the overhead contact line is energized; and the status of personnel, equipment, and social vehicles encroaching on the level crossing. The mobile device data includes one or any combination of the following: The location and status of the movable roof inspection robot, sanding robot, cleaning robot, patrol robot, and automatic vehicle towing machine; The locomotive status data includes one or any combination of the following: Locomotive number, locomotive model identification code, real-time locomotive location, locomotive power supply status, and number of couplings; The station track operating data includes one or any combination of the following: Parameters for collision prevention at the end line, speed limit standards for car wash lines, parking status range for roundabout areas, restrictions on areas without netting, and temporary speed limit parameters under severe weather conditions.

4. The shunting control system based on the locomotive depot safety protection system as described in claim 3, characterized in that, The track interlocking constraints include the interlocking constraints of signals, tracks, and turnouts. The basic control layer of the multi-level safety control topology model performs safety control based on the interlocking constraints of signals, tracks, and turnouts. The dynamic real-time prevention and control layer of the multi-level security and control topology model is based on the existence of at least one of the following facilities in the entire field section: trench protection, warehouse door area, isolation switch protection, electronic track shoe, level crossing, and mobile equipment to form dynamic real-time prevention and control. The dynamic safety protection configuration strategy means that the safety protection strategy is automatically adjusted according to the locomotive status data. The configurable control layer of the multi-level safety control topology model performs safety control based on the locomotive status data and real-time multi-source data.

5. The shunting control system based on the locomotive depot safety protection system as described in claim 3, characterized in that, The shunting operation plan includes the shunting route; The shunting safety logic control layer is specifically used for: Before shunting operation: Based on the shunting plan route and the full fusion data, determine whether the route meets the shunting conditions. If not, generate an early warning message and prohibit the initiation of shunting operation. During shunting operations: After initiating a shunting operation, based on the real-time locomotive model and full fusion data, it is determined whether there are any route anomalies or sudden changes in safety conditions. If so, an early warning message is generated and pushed to the shunting terminal visualization layer and the locomotive onboard terminal. After confirmation, an emergency stop instruction is issued through the shunting terminal visualization layer. After shunting operations: retain data from the entire shunting process to form an operation log; the operation log is used for safety management and retrospective analysis.

6. The shunting control system based on the locomotive depot safety protection system as described in claim 1, characterized in that, The shunting safety logic control layer is specifically used for: Safety control measures are implemented for special operating conditions. The control strategies for special operating conditions are related to the locomotive's power supply status and the number of locomotives coupled together. Special operating conditions include at least one of the following: shunting of locomotives in a powered-off state, pushing of locomotives coupled together without electric motors, allowing only one locomotive to enter the turntable area, and shunting of locomotives for preparation and maintenance.

7. A shunting control method based on the locomotive depot's safety protection system, characterized in that, This method performs locomotive shunting control based on the shunting control system of the locomotive depot safety protection system as described in any one of claims 1 to 6, and the method includes: Collect multi-source data related to shunting operations. The multi-source data includes at least real-time information on the automation of track management, safety protection, mobile equipment, infrastructure status, and locomotive status throughout the entire yard. The multi-source data is correlated and fused with a pre-constructed multi-level security and control topology model to form full-volume fused data. The multi-level security and control topology model includes a basic control layer, a dynamic real-time control layer, and a configurable control layer. The basic control layer performs security control based on track interlocking constraints. The dynamic real-time control layer identifies and responds to sudden risks in real time based on the full-field section security protection function. The configurable control layer performs security control according to the dynamic security protection configuration strategy. Receive shunting plans; based on shunting operation plans and fully integrated data, implement full-process safety control before, during, and after shunting operations; Based on multi-source data and a digital twin model of the locomotive depot, the system can display in real time at least one of the following: track occupancy status, turnout status, signal status, movable equipment status, trench encroachment, depot gate encroachment, disconnector status, whether the overhead contact line is energized, turntable area restrictions, and electronic track shoes.

8. A computer device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the method of claim 7.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the method of claim 7.

10. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, implements the method of claim 7.

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