A track-laying equipment integrated management and control system

Abstract

The application discloses a kind of this adjacent line track-laying equipment integrated control system, it is related to construction automation and intelligent scheduling technical field, by data fusion processing module and collaborative scheduling module, it solves the low coordination efficiency problem caused by independent control of track-laying equipment in prior art, information island;Collaborative scheduling module identifies the waiting time between equipment, calculates the actual and planned time consumption deviation to locate bottleneck, dynamically adjusts equipment speed and start timing, improves collaborative efficiency and construction progress;By real-time calculation equipment and adjacent line safety boundary distance, monitor train approach speed, comprehensive risk factor quantifies the risk of encroachment and executes three-level response;By constructing priority matrix for multidimensional evaluation, reduce the equipment scheduling priority in this area during adjacent line peak period, according to safety distance dynamically generated speed control strategy;Dynamic execution module real-time feedback forms closed-loop control, ensure that equipment out of bounds or adjacent line sudden train quickly linked response, eliminate safety hazards.

Description

Technical Field

[0001] This invention relates to the field of construction automation and intelligent scheduling technology, specifically to an integrated control system for track laying equipment on adjacent lines. Background Technology

[0002] This adjacent track laying refers to the track laying operation when building a new line next to an existing line. In recent years, multi-equipment linkage monitoring schemes have emerged, which mainly rely on independent operation of equipment and decentralized data collection. There is a lack of a unified integrated management and control platform to coordinate and schedule the entire process of this adjacent track operation and ensure safety.

[0003] However, in existing technologies, track-laying equipment mostly uses independent control systems, lacking real-time data interaction and coordination mechanisms between different devices. Track-laying machines, traction vehicles, and surveying equipment are controlled by different operators, and equipment status information cannot be shared. This leads to low equipment coordination efficiency during operation, easily causing problems such as mismatched work rhythms and excessively long waiting times, which seriously affect the overall construction progress and resource utilization.

[0004] Due to severe information silos between equipment, the safety protection and early warning capabilities for operations on adjacent lines are insufficient. When the track-laying equipment operates close to existing operating lines, it is impossible to obtain real-time correlation data between the train operation information on adjacent lines and the equipment location. This makes it difficult to predict and coordinate the risk of encroachment in advance. Once equipment crosses the boundary or there is a sudden train operation on an adjacent line, the lack of integrated management and control makes it impossible to respond quickly, posing significant safety hazards. Summary of the Invention

[0005] To address the shortcomings of existing technologies, this invention provides an integrated control system for track-laying equipment on adjacent lines, thereby resolving the aforementioned technical deficiencies.

[0006] To achieve the above objectives, the present invention provides the following technical solution: an integrated control system for track-laying equipment on adjacent tracks, comprising: The equipment information acquisition module is used to collect relevant data of track-laying equipment in real time, and to classify, mark and timestamp the data. The data fusion and processing module is used to unify the format of the collected track-laying equipment-related data, and to build a panoramic database of operations by real-time verification and filtering of redundant information. The collaborative scheduling module is used to analyze the differences in work progress and mutual waiting time among various equipment based on the work panorama database, identify bottleneck equipment in the work process, and generate acceleration commands for bottleneck equipment and deceleration commands for advanced equipment. The safety early warning module is used to continuously monitor the spatial distance between the track-laying equipment and the adjacent operating line. It combines real-time information of adjacent trains to establish a dynamic safety distance model. When the distance between the equipment's operating range and the safety boundary of the adjacent line is less than a preset threshold, a graded early warning is triggered. The intelligent decision-making module is used to extract progress completion, equipment energy consumption, personnel configuration and adjacent line train density information from the operation panorama database, construct equipment priority evaluation matrix to determine scheduling priority ranking, and generate a comprehensive scheduling plan that includes charging timing, travel speed and operation pause recovery. The execution feedback module is used to convert the charging timing in the scheduling plan into charging pile allocation instructions and equipment navigation paths, convert driving speed into motor speed control parameters, and convert operation pause and resumption into equipment start and stop control signals. These signals are then sent to the local control systems of each piece of equipment via wireless network to achieve automatic execution and provide real-time feedback on the execution results.

[0007] Preferably, the equipment information acquisition module includes an equipment status acquisition unit, a personnel positioning acquisition unit, and an adjacent line information acquisition unit, to collect relevant data of the track laying equipment respectively; The equipment status acquisition unit is used to acquire, in real time, relevant data of the track laying equipment, including the track laying progress of the track laying machine, the running speed and load status of the tractor, the detection data of the measuring equipment, and the battery power information of each piece of equipment, through sensors and positioning devices installed on each track laying equipment. The personnel positioning and acquisition unit is used to acquire the real-time location coordinates, movement trajectory, and relative positional relationship between personnel and equipment of the on-site personnel in the relevant data of the track laying equipment through the smart terminal device worn by the workers. The adjacent line information acquisition unit is used to obtain, in real time, the timetable, real-time location, running speed and temporary scheduling change information of adjacent line trains from the relevant data of track laying equipment through the data interface with the existing line dispatching system.

[0008] Preferably, the data fusion processing module includes a data standardization unit and an association mapping unit; The data standardization unit is used to uniformly convert data formats from different brands and models of equipment, establish a standardized data dictionary, eliminate inconsistent data units and coordinate systems, and perform time alignment processing on data with different collection frequencies. The association mapping unit is used to establish multi-dimensional associations between equipment, personnel, and work sections, mapping discrete data to a unified work space coordinate system.

[0009] Preferably, the collaborative scheduling module includes a rhythm analysis unit and a synchronization control unit; The rhythm analysis unit is used to extract the start and end timestamps of each device from the operation panorama database, calculate the waiting time between adjacent devices, determine that there is a process dependency relationship between the two devices when the waiting time exceeds the preset connection threshold, construct a directed acyclic graph of all devices with dependency relationships, calculate the total time of all paths from the start point to the end point of the operation using the critical path method, select the path with the longest time as the critical path, and mark the device nodes on the path as critical path nodes. Based on the real-time operation progress of each piece of equipment in the operation panorama database, the waiting time between upstream and downstream equipment in the track laying operation process is identified. By calculating the deviation between the actual operation time and the planned operation time of each piece of equipment, the bottleneck link in the operation process is located, and the time loss caused by equipment non-coordination is quantitatively evaluated. The synchronization control unit is used to dynamically adjust the operating speed and start-up sequence of each piece of equipment based on the bottleneck links identified by the rhythm analysis unit. For equipment that is ahead of schedule, it issues deceleration or standby commands, and for equipment that is behind schedule, it issues acceleration commands when safety conditions permit, so as to ensure that the tightness of the operation connection between upstream and downstream equipment meets the preset coordination threshold.

[0010] Preferably, the safety early warning module includes a distance monitoring unit, a risk assessment unit, and an early warning classification unit; The distance monitoring unit is used to calculate the minimum distance between the working boundary of each track-laying equipment and the safety boundary of the adjacent operating line in real time, and to simultaneously monitor the approach speed and estimated arrival time of the adjacent train. The risk assessment unit is used to comprehensively assess the encroachment risk level of the current operation by integrating information on the distance between the equipment and the adjacent line, the operation information of the adjacent line trains, and the current operation type. It determines multiple risk factors, including whether the equipment is moving towards the adjacent line, whether the equipment's operation range is expanding, and whether the density of adjacent line trains is at its peak.

[0011] Preferably, the early warning classification unit is used to classify early warnings into a three-level response mechanism based on the risk level calculated by the risk assessment unit; When the risk level is low, the system sends a warning message to the operator's terminal to remind them to pay attention to the work boundary control. When the risk level is medium risk, the system automatically issues a deceleration command to the relevant equipment and requires the on-site supervisor to manually confirm before the operation can continue. When the risk level is high, the system immediately issues a forced stop command to all equipment operating in the adjacent area, simultaneously sends an early warning notification to the adjacent dispatch center, and triggers the audible and visual alarm device.

[0012] Preferably, the intelligent decision-making module includes a state evaluation unit and a priority ranking unit; The status assessment unit is used to periodically analyze the overall status of each piece of equipment, including obtaining the progress completion rate by comparing the current project progress with the planned progress, obtaining the energy consumption urgency by monitoring the battery power and the estimated remaining working time, obtaining the personnel sufficiency by statistically analyzing the personnel configuration and standard configuration requirements of the work area, and obtaining the flexibility of the working time window by analyzing the train operation density of adjacent lines and historical data. The priority sorting unit is used to construct an equipment scheduling priority matrix based on the multi-dimensional evaluation results obtained by the state evaluation unit. The unit assigns high priority acceleration scheduling authority to equipment with lagging progress and sufficient energy consumption, assigns priority charging authority to equipment with normal progress but insufficient energy consumption, and reduces the scheduling priority of equipment in the work area during periods with high train density on adjacent lines, thus forming an equipment priority sorting sequence. Based on the equipment priority ranking sequence, the system allocates resources, giving priority to equipment with high-priority acceleration scheduling authority by allocating operation time windows and operation paths, giving priority to equipment with priority charging authority by allocating charging pile resources and adjacent train running gaps, and arranging operation suspension or speed reduction plans for low-priority equipment. The final output is a comprehensive scheduling plan that includes the charging timing, travel speed, and operation suspension and recovery time nodes for each piece of equipment.

[0013] Preferably, the intelligent decision-making module further includes a charging timing decision-making unit; The charging timing decision unit is used to comprehensively analyze the current power of the equipment, the distance to the charging pile, the planned operation time, and the running gap of adjacent trains. By predicting the difference between the power required for the equipment to complete the current operation section and the remaining power, it determines whether a charging task needs to be inserted and selects a period with a longer running gap of adjacent trains as the charging window period to avoid occupying critical operation time during charging.

[0014] Preferably, the intelligent decision-making module further includes a speed regulation decision-making unit; The speed control decision unit is used to dynamically generate speed control strategies based on real-time changes in project progress deviation, equipment occupancy in the work section ahead, and safety distance between adjacent lines. When a malfunction or delay is detected in the equipment ahead, a deceleration command is automatically sent to the following equipment to avoid a rear-end collision. When it is detected that the progress of a certain equipment is seriously lagging behind and the working path ahead is clear, an acceleration command is issued to the equipment to catch up with the planned progress, provided that the safety distance meets the requirements. When it is detected that the equipment is approaching the safety boundary of the adjacent track or that a train on the adjacent track is about to pass, a speed reduction or stop command is forcibly issued to the equipment.

[0015] Preferably, the dynamic execution module includes an instruction conversion unit, a communication sending unit, and a feedback monitoring unit; The instruction conversion unit is used to convert the scheduling scheme generated by the intelligent decision module into specific control parameters that can be identified by each equipment control system. Specifically, the charging timing decision is converted into a charging pile allocation instruction that includes the charging pile number, navigation path coordinate sequence and estimated arrival time; the speed control decision is converted into the target speed parameter and acceleration / deceleration curve parameter of the equipment drive motor; and the operation pause and resume decision is converted into the start / stop control signal and braking force parameter of the equipment controller. The communication sending unit is used to encrypt control commands and send them to the local controller of the target equipment via a wireless communication network, and to set command priority flags to ensure that emergency commands are executed first. The feedback monitoring unit is used to receive status feedback information of each piece of equipment after executing instructions in real time, compare the deviation between the instruction execution effect and the expected target, and automatically trigger the abnormal handling process and send a manual intervention request to the dispatch center when it is detected that the equipment does not execute the instructions or the execution effect is not up to standard.

[0016] This invention provides an integrated control system for track-laying equipment on adjacent tracks. It has the following beneficial effects: This system effectively solves the problem of low equipment coordination efficiency caused by independent control of each track-laying equipment and severe information silos in existing technologies through equipment information acquisition, data fusion processing, and collaborative scheduling modules. The data fusion processing module unifies the data formats of equipment of different brands and models, eliminates data interface differences, and achieves information sharing through multi-dimensional association mapping of equipment number, personnel number, and work section number. The collaborative scheduling module identifies the waiting time between upstream and downstream equipment, calculates the deviation between actual and planned time to locate bottlenecks, and dynamically adjusts the operating speed and start-up sequence of each piece of equipment to ensure that the tightness of work connection meets the preset coordination threshold, significantly improving the efficiency of multi-equipment collaboration and construction progress.

[0017] This system overcomes the shortcomings of existing technologies by integrating a safety early warning module, an intelligent decision-making module, and a dynamic execution module. These modules cannot obtain real-time data on the location correlation between adjacent trains and equipment, and are difficult to predict and control intrusion risks in advance. The safety early warning module calculates the minimum distance between the track-laying equipment's working boundary and the adjacent line's safety boundary in real time, and simultaneously monitors the approach speed and estimated arrival time of adjacent trains. It comprehensively judges risk factors such as the equipment's movement direction, the expansion trend of the working area, and the density of adjacent trains to quantify the intrusion risk level and execute a three-level response mechanism. The intelligent decision-making module constructs an equipment scheduling priority matrix and conducts multi-dimensional evaluation based on the progress completion rate, energy consumption urgency, personnel adequacy, and the flexibility of the working time window. During peak periods of adjacent train density, it reduces the scheduling priority of equipment in that area and dynamically generates speed reduction, speed increase, or forced stop strategies based on the adjacent line's safety distance through speed control decisions. The dynamic execution module receives execution status feedback in real time and forms a closed-loop control to ensure rapid linkage response when equipment crosses boundaries or when there is a sudden train movement on the adjacent line, thus comprehensively eliminating safety hazards. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the system framework structure of the present invention. Detailed Implementation

[0019] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. 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 are within the scope of protection of the present invention.

[0020] Please see Figure 1 This invention provides an integrated control system for track-laying equipment on adjacent tracks, comprising: The equipment information acquisition module is used to collect relevant data of track-laying equipment in real time, and to classify, mark and timestamp the data. The data fusion and processing module is used to unify the format of the collected track-laying equipment-related data, and to build a panoramic database of operations by real-time verification and filtering of redundant information. The collaborative scheduling module is used to analyze the differences in work progress and mutual waiting time among various equipment based on the work panorama database, identify bottleneck equipment in the work process, and generate acceleration commands for bottleneck equipment and deceleration commands for advanced equipment. The safety early warning module is used to continuously monitor the spatial distance between the track-laying equipment and the adjacent operating line. It combines real-time information of adjacent trains to establish a dynamic safety distance model. When the distance between the equipment's operating range and the safety boundary of the adjacent line is less than a preset threshold, a graded early warning is triggered. The intelligent decision-making module is used to extract progress completion, equipment energy consumption, personnel configuration and adjacent line train density information from the operation panorama database, construct equipment priority evaluation matrix to determine scheduling priority ranking, and generate a comprehensive scheduling plan that includes charging timing, travel speed and operation pause recovery. The execution feedback module is used to convert the charging timing in the scheduling plan into charging pile allocation instructions and equipment navigation paths, convert driving speed into motor speed control parameters, and convert operation pause and resumption into equipment start and stop control signals. These signals are then sent to the local control systems of each piece of equipment via wireless network to achieve automatic execution and provide real-time feedback on the execution results.

[0021] Furthermore, the specific process of constructing the operational panorama database in the data fusion processing module is as follows: The data standardization unit in the data fusion processing module receives raw data from the equipment information acquisition module. This data includes the track laying progress of the track laying machine, the running speed and load status of the tractor, the detection data of the measuring equipment, and the battery power information of each piece of equipment, provided by the equipment status acquisition unit; the real-time location coordinates, movement trajectory, and relative position relationship between personnel and equipment, provided by the personnel positioning acquisition unit; and the timetable, real-time location, running speed, and temporary scheduling change information of adjacent line trains, provided by the adjacent line information acquisition unit. Because the data sources are diverse and the formats vary, the data standardization unit will uniformly convert the data formats from different brands and models of equipment, establish a standardized data dictionary, eliminate the problems of inconsistent data units and coordinate systems, and perform time alignment processing on data with different collection frequencies to ensure that all data is available under a unified time reference. The association mapping unit establishes a multi-dimensional association graph between equipment number, personnel number, and work section number, mapping discrete equipment data and personnel data to a unified work space coordinate system, thereby forming structured association data. Meanwhile, based on the above processing, the operational overview database adopts a relational database architecture, specifically containing five core data tables, forming a unified operational status overview covering equipment status, operation progress, energy consumption, personnel, and adjacent line information: (1) Equipment status table, used to store information such as real-time position coordinates, running speed, and load status of each piece of equipment; (2) Work schedule, used to store data comparing the planned progress and actual progress of each piece of equipment; (3) Energy consumption data table, used to store the battery percentage, remaining capacity and expected range of each device; (4) Personnel allocation table, used to store the real-time number of personnel and personnel sufficiency of each work area; (5) Adjacent Line Information Table, used to store the real-time location, speed and density information of adjacent line trains; The tables are linked using equipment number, timestamp, and work section number as primary and foreign keys, respectively. Once this comprehensive work database is built, it provides a unified data service interface for the collaborative scheduling module, safety early warning module, and intelligent decision-making module. This allows subsequent modules to extract multi-dimensional information in real time, such as progress completion, equipment energy consumption, personnel configuration, and adjacent line train density, to support higher-level decision-making functions such as rhythm analysis, risk assessment, and scheduling priority ranking.

[0022] The equipment information acquisition module includes an equipment status acquisition unit, a personnel positioning acquisition unit, and an adjacent line information acquisition unit, to collect relevant data of the track laying equipment respectively; The equipment status acquisition unit is used to acquire, in real time, relevant data of the track laying equipment, including the track laying progress of the track laying machine, the running speed and load status of the tractor, the detection data of the measuring equipment, and the battery power information of each piece of equipment, through sensors and positioning devices installed on each track laying equipment. The personnel positioning and acquisition unit is used to acquire the real-time location coordinates, movement trajectory, and relative positional relationship between personnel and equipment of the on-site personnel in the relevant data of the track laying equipment through the smart terminal device worn by the workers. The adjacent line information acquisition unit is used to obtain, in real time, the timetable, real-time location, running speed and temporary scheduling change information of adjacent line trains from the relevant data of track laying equipment through the data interface with the existing line dispatching system.

[0023] The data fusion processing module includes a data standardization unit and an association mapping unit; The data standardization unit is used to uniformly convert data formats from different brands and models of equipment, establish a standardized data dictionary, eliminate inconsistent data units and coordinate systems, and perform time alignment processing on data with different collection frequencies. The association mapping unit is used to establish a multi-dimensional association graph between equipment number, personnel number, and work section number, mapping discrete equipment data and personnel data to a unified work space coordinate system.

[0024] The collaborative scheduling module includes a rhythm analysis unit and a synchronization control unit; The rhythm analysis unit is used to extract the start and end timestamps of each device from the operation panorama database, calculate the waiting time between adjacent devices, determine that there is a process dependency relationship between the two devices when the waiting time exceeds the preset connection threshold, construct a directed acyclic graph of all devices with dependency relationships, calculate the total time of all paths from the start point to the end point of the operation using the critical path method, select the path with the longest time as the critical path, and mark the device nodes on the path as critical path nodes. Based on the real-time operation progress of each piece of equipment in the operation panorama database, the waiting time between upstream and downstream equipment in the track laying operation process is identified. By calculating the deviation between the actual operation time and the planned operation time of each piece of equipment, the bottleneck link in the operation process is located, and the time loss caused by equipment non-coordination is quantitatively evaluated. The synchronization control unit is used to dynamically adjust the operating speed and start-up sequence of each piece of equipment based on the bottleneck links identified by the rhythm analysis unit. For equipment that is ahead of schedule, it issues deceleration or standby commands, and for equipment that is behind schedule, it issues acceleration commands when safety conditions permit, so as to ensure that the tightness of the operation connection between upstream and downstream equipment meets the preset coordination threshold.

[0025] The security early warning module includes a distance monitoring unit, a risk assessment unit, and an early warning classification unit; The distance monitoring unit is used to calculate the minimum distance between the working boundary of each track-laying equipment and the safety boundary of the adjacent operating line in real time, and to simultaneously monitor the approach speed and estimated arrival time of the adjacent train. The risk assessment unit is used to comprehensively assess the encroachment risk level of the current operation by integrating information on the distance between the equipment and the adjacent line, the operation information of the adjacent line trains, and the current operation type. It determines multiple risk factors, including whether the equipment is moving towards the adjacent line, whether the equipment's operation range is expanding, and whether the density of adjacent line trains is at its peak.

[0026] Furthermore, the distance monitoring unit is implemented as follows: the distance monitoring unit calculates in real time the minimum distance between the working boundary of each track-laying equipment and the safety boundary of the adjacent operating line.

[0027] The first step is to define the work boundary. The circular area formed by extending a 3-meter safety radius outward from the equipment's center coordinates is defined as the equipment's work boundary. For non-circular equipment (such as long, narrow track-laying machines), a rectangular work boundary is defined based on the equipment's actual dimensions, extending 3 meters outward in each of the four directions.

[0028] The second step is to define the safety boundary of the adjacent track. According to railway safety regulations, the safety boundary of the adjacent track is defined as a parallel line 5 meters horizontally from the centerline of the adjacent track. For double-track sections, separate safety boundaries must be defined for the up track and the down track.

[0029] The third step is minimum distance calculation. For any point on the equipment operation boundary, calculate its perpendicular distance to the adjacent safety boundary line, and take the minimum value among all distances as the minimum distance. The specific algorithm is as follows: traverse all boundary points of the equipment operation boundary (sample 36 points for circular boundaries, one every 10 degrees; for rectangular boundaries, take the four vertices and the midpoints of each side), calculate the point-to-line distance from each point to the adjacent safety boundary line, and calculate the point-to-line distance as the length of the perpendicular segment from the point to the line. Take the minimum value among all distance values ​​and record it as the current minimum distance. This calculation is performed once per second.

[0030] The fourth step is train approach speed monitoring. For trains on adjacent lines, their approach speed relative to the equipment is calculated based on their direction of travel and position. Specifically, the cosine of the angle between the train's direction of travel vector and the vector pointing from the train towards the equipment is calculated. The train's speed is then multiplied by this cosine value to obtain the component of the train's speed along the direction of the equipment, which is the approach speed. If the cosine value is negative (the train is moving away from the equipment), the approach speed is 0.

[0031] Step 5: Calculate the estimated arrival time. Based on the train's current position, speed, and direction of travel, calculate the estimated time for the train to reach the closest point to the equipment. Specifically, calculate the straight-line distance from the train's current position to the equipment's position, divide it by the train's speed (converted to meters per second), and obtain the estimated arrival time (unit: seconds). If the train is far from the equipment, the estimated arrival time is set to infinity.

[0032] Furthermore, the implementation process of the risk assessment unit is as follows: The risk assessment unit integrates information on the distance between the equipment and adjacent tracks, train operation information on adjacent tracks, and the current operation type to quantitatively assess the level of encroachment risk; and identifies the following risk factors: The distance risk factor is assigned a value based on the minimum distance: when the minimum distance is less than 2 meters, the distance risk factor is 1.0 (highest risk); when the minimum distance is between 2 and 5 meters, the value is 0.6 (medium risk); when the minimum distance is between 5 and 10 meters, the value is 0.2 (low risk); and when the minimum distance is greater than or equal to 10 meters, the value is 0 (no risk).

[0033] The speed risk factor is determined based on a comprehensive assessment of the equipment's operating speed and direction of movement: when the equipment speed is greater than 3 meters per second and the direction of movement is towards the adjacent line (the angle between the direction of movement and the direction the equipment points towards the adjacent line is less than 45 degrees), the speed risk factor is 0.8; when the equipment speed is greater than 3 meters per second but the direction of movement is parallel to the adjacent line (the angle is between 45 degrees and 135 degrees), the value is 0.4; when the equipment speed is less than or equal to 3 meters per second, the value is 0.1.

[0034] The time risk factor is assigned a value in segments based on the train's estimated arrival time: when the train is expected to arrive within 60 seconds, the time risk factor is 1.0; when the train is expected to arrive between 60 and 180 seconds, the value is 0.5; and when the train is expected to arrive or move away after 180 seconds, the value is 0.1.

[0035] The train density risk factor is assessed based on the number of trains passing through per unit time: the number of adjacent trains passing through this work section in the last 10 minutes is counted, and this number is divided by 10 to obtain the density factor, but the maximum value cannot exceed 1.0. For example, if 8 trains pass through in 10 minutes, the density factor is 0.8; if 15 trains pass through, the density factor is still 1.0.

[0036] The comprehensive risk index is calculated using a weighted summation method. The calculation method is as follows: the comprehensive risk index equals the distance risk factor multiplied by its weight of 0.4, plus the speed risk factor multiplied by its weight of 0.3, plus the time risk factor multiplied by its weight of 0.2, plus the train density risk factor multiplied by its weight of 0.1. The sum of these four weights is 1.0. The weight allocation is determined based on the degree of risk impact; distance is the most direct risk factor and therefore has the highest weight. The comprehensive risk index ranges from 0 to 1.0, with higher values ​​indicating higher risk. Based on the range of the comprehensive risk index, the risk level is divided into three levels: when the comprehensive risk index is less than 0.3, it is judged as low risk; when the comprehensive risk index is between 0.3 and 0.7 (inclusive of 0.3 but exclusive of 0.7), it is judged as medium risk; when the comprehensive risk index is greater than or equal to 0.7, it is judged as high risk.

[0037] The early warning classification unit is used to classify early warnings into a three-level response mechanism based on the risk level calculated by the risk assessment unit; When the risk level is low, the system sends a warning message to the operator's terminal to remind them to pay attention to the work boundary control. When the risk level is medium risk, the system automatically issues a deceleration command to the relevant equipment and requires the on-site supervisor to manually confirm before the operation can continue. When the risk level is high, the system immediately issues a forced stop command to all equipment operating in the adjacent area, simultaneously sends an early warning notification to the adjacent dispatch center, and triggers the audible and visual alarm device.

[0038] The early warning grading unit implements a three-level response mechanism based on the risk level calculated by the risk assessment unit, specifically including: Low-risk response: When the risk level is low, the system pushes a text message to the mobile terminals (smart safety helmets or handheld terminals) of relevant personnel: "Pay attention to the work boundary. Current distance from the adjacent line is X meters. Please maintain a safe distance." The message is pushed every 5 minutes to avoid excessive disruption to operations. Simultaneously, the equipment is highlighted in yellow on the monitoring screen in the dispatch center to alert dispatchers.

[0039] Medium-risk response: When the risk level escalates to medium risk, the system automatically issues a speed reduction command to the relevant equipment, limiting its operating speed to no more than 2 meters per second. Simultaneously, a warning window pops up on the mobile terminal of the on-site supervisor: "Equipment number XXX has entered a medium-risk area and has automatically reduced its speed to 2 meters per second. Do you wish to continue operations?" The on-site supervisor is required to enter a confirmation code (four-digit numeric password) and select to continue or pause operations within 2 minutes. If no confirmation is received within 2 minutes, the system automatically stops the equipment. The equipment is marked in orange on the monitoring screen in the dispatch center, and an audio prompt appears: "Equipment XXX medium-risk warning."

[0040] High-risk response: When the risk level reaches high risk, the system will immediately trigger the following linkage mechanism: First, simultaneously send an emergency stop command to all operating equipment located in the adjacent area (within a minimum distance of 15 meters from the adjacent line), forcibly setting the speed of all equipment to 0 and locking the control system to prevent manual start-up until the risk is eliminated. The emergency stop command is transmitted using the highest priority channel to ensure delivery within 1 second.

[0041] Second, a JSON-formatted early warning message is automatically sent to the adjacent line dispatch center via the 4G railway private network. The message includes: a warning level field (a value of critical indicates high risk), equipment number, current minimum distance to the adjacent line, equipment location coordinates, timestamp, and a description of the warning reason. Upon receiving the message, the dispatch center can promptly take measures such as limiting train speed or stopping the train.

[0042] Third, activate the on-site audible and visual alarm devices, including an intermittent alarm sound of 90 decibels (sounding twice per second for 0.5 seconds each time) and a red flashing warning light (flashing at a frequency of 5 Hz) to remind all personnel on site to evacuate the danger zone immediately.

[0043] Fourth, the equipment will be marked in red and flashing on the monitoring screen of the dispatch center. At the same time, a full-screen warning window will pop up to display key information such as the equipment's location, risk level, and minimum distance, and a voice alarm will be played continuously to warn of high risk and that equipment XXX has been brought to an emergency stop.

[0044] Fifth, it automatically records detailed logs of high-risk events, including trigger time, risk factor values, comprehensive risk index, equipment status snapshots, and adjacent train information snapshots, for post-event analysis.

[0045] Risk clearance determination: When the comprehensive risk index remains below the lower limit threshold of the current risk level for 5 consecutive minutes, the risk is determined to be cleared, the system automatically lowers the warning level or cancels the warning, and notifies relevant personnel and equipment to resume normal operations.

[0046] The intelligent decision-making module includes a state evaluation unit and a priority ranking unit; The status assessment unit is used to periodically analyze the overall status of each piece of equipment, including obtaining the progress completion rate by comparing the current project progress with the planned progress, obtaining the energy consumption urgency by monitoring the battery power and the estimated remaining working time, obtaining the personnel sufficiency by statistically analyzing the personnel configuration and standard configuration requirements of the work area, and obtaining the flexibility of the working time window by analyzing the train operation density of adjacent lines and historical data. The priority sorting unit is used to construct an equipment scheduling priority matrix based on the multi-dimensional evaluation results obtained by the state evaluation unit. The unit assigns high priority acceleration scheduling authority to equipment with lagging progress and sufficient energy consumption, assigns priority charging authority to equipment with normal progress but insufficient energy consumption, and reduces the scheduling priority of equipment in the work area during periods with high train density on adjacent lines, thus forming an equipment priority sorting sequence. Based on the equipment priority ranking sequence, the system allocates resources, giving priority to equipment with high-priority acceleration scheduling authority by allocating operation time windows and operation paths, giving priority to equipment with priority charging authority by allocating charging pile resources and adjacent train running gaps, and arranging operation suspension or speed reduction plans for low-priority equipment. The final output is a comprehensive scheduling plan that includes the charging timing, travel speed, and operation suspension and recovery time nodes for each piece of equipment.

[0047] The intelligent decision-making module also includes a charging timing decision-making unit; The charging timing decision unit is used to comprehensively analyze the current power of the equipment, the distance to the charging pile, the planned operation time, and the running gap of adjacent trains. By predicting the difference between the power required for the equipment to complete the current operation section and the remaining power, it determines whether a charging task needs to be inserted and selects a period with a longer running gap of adjacent trains as the charging window period to avoid occupying critical operation time during charging.

[0048] The intelligent decision-making module also includes a speed regulation decision-making unit; The speed control decision unit is used to dynamically generate speed control strategies based on real-time changes in project progress deviation, equipment occupancy in the work section ahead, and safety distance between adjacent lines. When a malfunction or delay is detected in the equipment ahead, a deceleration command is automatically sent to the following equipment to avoid a rear-end collision. When it is detected that the progress of a certain equipment is seriously lagging behind and the working path ahead is clear, an acceleration command is issued to the equipment to catch up with the planned progress, provided that the safety distance meets the requirements. When it is detected that the equipment is approaching the safety boundary of the adjacent track or that a train on the adjacent track is about to pass, a speed reduction or stop command is forcibly issued to the equipment.

[0049] Furthermore, the speed control decision unit dynamically generates speed control strategies based on real-time changes in project progress deviations, equipment occupancy in the preceding work section, and adjacent line safety distances. The first step is to identify trigger conditions; continuously monitor the following four types of trigger conditions, and immediately activate the corresponding speed control strategy when any condition is met. Triggering Condition 1: A malfunction or delay is detected in the equipment ahead. The criteria are: the operating speed of the equipment ahead (equipment located ahead of this equipment on the same work path) remains at 0 for more than 5 minutes, or the equipment ahead actively reports a malfunction. Once this condition is triggered, the system issues a speed reduction command to subsequent equipment.

[0050] Triggering Condition Two: A piece of equipment is detected to be severely behind schedule, and the work path ahead is unobstructed. The criteria are: the equipment's progress deviation is less than -20% (i.e., more than 20% behind), and there is no other equipment occupying the path within 500 meters ahead (based on the equipment distribution in the work panorama database), while the minimum safe distance from adjacent lines is greater than 10 meters. After this condition is triggered, the system issues an acceleration command to the equipment, provided that safety is confirmed.

[0051] Triggering condition three: Equipment is detected approaching the adjacent safety boundary. The criterion is that the minimum distance between the equipment and the adjacent safety boundary is less than 5 meters. Once this condition is triggered, the system will forcibly issue a deceleration command to the equipment.

[0052] Triggering condition four: An adjacent train is detected approaching. The criterion is that the estimated arrival time of the adjacent train in this work section is less than 120 seconds. Once this condition is triggered, the system will forcibly issue a speed reduction or stop command to the equipment.

[0053] The second step is to generate speed control strategies. For the four types of triggering conditions mentioned above, the system generates corresponding speed control strategies and converts the strategies into specific target speed parameters.

[0054] Strategy 1 (Handling Equipment Failures): When a failure or delay is detected in the equipment ahead, a deceleration command is automatically issued to following equipment to avoid rear-end collisions. Specifically, the target speed of following equipment is set to 0.5 meters per second (low-speed, slow-moving state), allowing the equipment to continue moving at a low speed, maintaining a following distance of 50 to 100 meters from the equipment ahead. Simultaneously, a notification message is sent to the operators of the following equipment: "Equipment XXX ahead has failed and has automatically reduced its speed to 0.5 meters per second. Please observe carefully." If the failure of the equipment ahead lasts for more than 15 minutes, the system further sets the target speed of the following equipment to 0 (complete stop) and notifies the dispatch center to initiate manual intervention procedures.

[0055] Strategy Two (Addressing Severe Progress Delays): When a piece of equipment is found to be severely behind schedule and the working path ahead is clear, and provided that the safety distance requirement is met, an acceleration command is issued to the equipment to catch up with the planned schedule. Specifically, the target speed of the equipment is set to 150% of its current speed, but not exceeding the maximum safe speed of 5 meters per second. This can be expressed by the formula: ; Among them, v target The target speed (meters per second) that the equipment should achieve; v current The actual operating speed of the equipment is currently (meters per second); v max The maximum safe speed set for the system, v max =5.0 meters per second is the maximum safe speed set by the system; in this embodiment, if the current speed of a certain piece of equipment is 2 meters per second, then the target speed after acceleration is... Meters per second. If the current speed is already 4 meters per second, then the target speed after acceleration will be... Meters per second, subject to maximum speed limit.

[0056] While issuing the speed-up command, the system continuously monitors the safety status of the equipment. If, during the speed-up process, the minimum distance to the adjacent line is detected to decrease to less than 8 meters, or if other equipment occupies the path ahead, the system immediately cancels the speed-up command and restores the speed to the normal level (3 meters per second). The speed-up command is valid for 30 minutes. After 30 minutes, the system automatically reassesses the progress deviation. If the deviation has decreased to within negative 10%, the speed-up status is lifted, and the normal speed is restored.

[0057] Strategy 3 (Responding to Approaching the Adjacent Safety Boundary): When equipment is detected approaching the adjacent safety boundary (minimum distance less than 5 meters), a forced deceleration command is issued to the equipment. Specifically, the target speed of the equipment is set to 1 meter per second (low-speed safety mode). This command is mandatory and has higher priority than all regular dispatch commands; the equipment control system must respond immediately. Simultaneously, the system sends a warning message to the equipment operator: "Equipment is approaching the adjacent safety boundary, current distance X meters, forced deceleration to 1 meter per second."

[0058] If the minimum distance is further reduced to less than 3 meters, the system will further reduce the target speed to 0 (complete stop) and trigger the medium-risk warning mechanism (as described in the aforementioned safety warning module). After the equipment stops, the system notifies the dispatch center and the on-site supervisor, requiring manual confirmation of the safety status before resuming operations. The manual confirmation method is as follows: the on-site supervisor checks the real-time location of the equipment and the distance to adjacent lines via a mobile terminal. After confirming that there is no risk of encroachment, the supervisor enters a confirmation code (four digits) and selects the option to resume operations. The system can only lift the stop status after receiving the confirmation instruction.

[0059] Strategy 4 (Response to Approaching Trains on Adjacent Tracks): When an approaching train on an adjacent track is detected (estimated arrival time less than 120 seconds), a forced speed reduction or stop command is issued to the equipment. Specifically, based on the train's estimated arrival time and the current distance between the equipment and the adjacent track, different levels of speed control are implemented.

[0060] The grading rules are as follows: If the train is expected to arrive within 60 seconds and the equipment is less than 8 meters from the adjacent track, a stop command will be issued immediately, and the target speed will be set to 0. Simultaneously, a high-risk warning mechanism will be triggered, executing an emergency stop procedure (as described in the aforementioned safety warning module), including audible and visual alarms, notification of the adjacent track dispatch center, and other coordinated measures.

[0061] If the train is expected to arrive within 60 to 120 seconds and the equipment is less than 8 meters from the adjacent track, a speed reduction command is issued, with the target speed set at 0.5 meters per second. Simultaneously, a warning message is sent to the equipment operator: "Adjacent train will pass in XX seconds; speed reduced to 0.5 meters per second."

[0062] If the equipment is 8 meters or more away from the adjacent track, even if a train is about to pass, only a warning message will be issued without mandatory speed adjustment, allowing the operator to make their own judgment based on the situation. However, the system will continuously monitor distance changes, and once the distance shrinks to below 8 meters, the aforementioned speed reduction or stopping strategy will be implemented immediately.

[0063] After the train passes (more than 500 meters away from the work area), the system automatically lifts the speed limit and sends a command to the equipment to restore the normal speed. The target speed is restored to the normal working speed of 3 meters per second.

[0064] The third step is priority management of speed control commands. Since multiple triggering conditions may be met simultaneously, the system needs to prioritize speed control commands generated by different strategies to ensure that the most urgent and safest commands are executed first. The priorities are sorted from highest to lowest as follows: Priority 1 (highest): Stop instruction when an adjacent train is about to pass and the distance is less than 8 meters.

[0065] Priority 2: Forced deceleration or stop command when approaching the safety boundary of the adjacent line.

[0066] Priority 3: Speed ​​reduction command due to equipment failure ahead.

[0067] Priority 4 (lowest): Speed-up instructions for severely delayed progress.

[0068] When multiple commands are executed concurrently, the system executes the command with the highest priority, while lower priority commands are temporarily suspended. For example, if a piece of equipment meets the condition of severe delay (should increase speed) and also detects an approaching train on an adjacent line (should decrease speed or stop), the system will prioritize executing the stop command related to the adjacent train and ignore the speed-up command. After the train has passed and the safety situation has been restored, the system will reassess whether to execute the speed-up command.

[0069] The fourth step is to monitor the speed control effect; monitor the execution effect of the speed control command in real time, and judge the execution status of the command by comparing the deviation between the actual speed of the equipment and the target speed.

[0070] Performance evaluation criteria: Calculate the relative deviation rate between the actual speed and the target speed, using the following formula: ; in, The percentage relative deviation between the actual speed of the equipment and the target speed; v actual To equip the current actual speed, v target For target speed; Assessment Result Grading: Deviation rate less than 5%: Speed ​​control is performed normally, and the equipment is operating according to instructions.

[0071] Deviation rate between 5% and 15%: Speed ​​control execution deviates within an acceptable range; the system records a warning log and continues monitoring. If the deviation persists for more than 30 seconds, a speed correction command is sent to the equipment's local controller, requesting readjustment to the target speed.

[0072] Deviation rate greater than 15%: Speed ​​control execution is substandard, and the equipment is not operating as instructed. The system immediately triggers the abnormal handling procedure: a manual intervention request is sent to the dispatch center, with the notification including equipment number, target speed, actual speed, deviation rate, and time of the abnormality; simultaneously, the control mode of the equipment is switched from automatic to manual mode, all automatic dispatch commands are suspended, and manual investigation of the equipment malfunction is pending (such as controller failure, power system failure, communication delay, etc.).

[0073] After the anomaly is resolved and the equipment is restored to normal, the system will switch the control mode back to automatic mode and reintegrate into the intelligent scheduling system.

[0074] The dynamic execution module includes an instruction conversion unit, a communication sending unit, and a feedback monitoring unit; The instruction conversion unit is used to convert the scheduling scheme generated by the intelligent decision module into specific control parameters that can be identified by each equipment control system. Specifically, the charging timing decision is converted into a charging pile allocation instruction that includes the charging pile number, navigation path coordinate sequence and estimated arrival time; the speed control decision is converted into the target speed parameter and acceleration / deceleration curve parameter of the equipment drive motor; and the operation pause and resume decision is converted into the start / stop control signal and braking force parameter of the equipment controller. The communication sending unit is used to encrypt control commands and send them to the local controller of the target equipment via a wireless communication network, and to set command priority flags to ensure that emergency commands are executed first. The feedback monitoring unit is used to receive status feedback information of each piece of equipment after executing instructions in real time, compare the deviation between the instruction execution effect and the expected target, and automatically trigger the abnormal handling process and send a manual intervention request to the dispatch center when it is detected that the equipment does not execute the instructions or the execution effect is not up to standard.

[0075] Furthermore, when collecting data related to track-laying equipment, the equipment information acquisition module, in addition to collecting location coordinates, operating status, and work progress, also simultaneously collects equipment energy consumption information, personnel configuration information, and adjacent line train density information. Specifically, equipment energy consumption information is obtained by reading the battery management system of each piece of equipment to obtain battery percentage, remaining capacity, and estimated runtime, with a collection frequency of once every 5 seconds. Personnel configuration information is obtained by counting the number of smart terminal devices of workers in each work section. The system divides each work section into 100-meter sections, counts the number of personnel in each section in real time, and compares it with standard configuration requirements; the data is updated every minute. Adjacent line train density information is calculated by counting the number of trains passing through the work section within a unit of time (e.g., 10 minutes). The system records the timestamps of each train entering and leaving the work section and updates the density value every minute using a scrolling window.

[0076] Furthermore, the operational overview database constructed by the data fusion processing module adopts a relational database architecture, containing five core data tables: the equipment status table stores real-time location coordinates, operating speed, load status, and other information for each piece of equipment; the operation progress table stores data comparing the planned and actual progress of each piece of equipment; the energy consumption data table stores the battery level, remaining capacity, and estimated range of each piece of equipment; the personnel configuration table stores the real-time number and sufficiency of personnel in each operation section; and the adjacent line information table stores the real-time location, operating speed, and train density of adjacent lines. The tables are linked through primary keys and foreign keys such as equipment number, timestamp, and operation section number, forming a unified operational overview that includes equipment status, operation progress, energy consumption data, personnel configuration, and adjacent line train density.

[0077] Furthermore, when identifying the critical path, the collaborative scheduling module first extracts the start and end timestamps of each device's operation from the overall operation database and calculates the waiting time between adjacent devices. When the waiting time exceeds a preset connection threshold (e.g., 5 minutes), it determines that there is a process dependency between the two devices and connects them with directed edges to form a dependency graph. The system constructs a directed acyclic graph of all dependent devices, where each node represents a piece of equipment, and the weight of each edge is the operation time of that equipment. Subsequently, the system applies the critical path method, enumerating all possible paths from the start to the end of the operation using depth-first search or topological sorting algorithms, calculating the cumulative operation time of all equipment on each path, selecting the path with the longest total time as the critical path, and marking the device nodes on that path as critical path nodes. Critical path nodes have the highest priority in subsequent scheduling; any delay will directly affect the overall project duration.

[0078] Furthermore, when generating a comprehensive scheduling plan, the intelligent decision-making module extracts all the necessary multi-dimensional information from the operational overview database. The status assessment unit performs an assessment cycle every 5 minutes, reading the current and planned progress of each piece of equipment from the operational progress table to calculate the progress completion rate; reading the current battery level and estimated remaining operation time from the energy consumption data table to calculate energy consumption urgency; reading the real-time personnel configuration quantity and standard configuration requirements from the personnel configuration table to calculate personnel sufficiency; and reading the current adjacent line train density from the adjacent line information table and comparing it with the historical average density for the same period to calculate the operational time window flexibility. The assessment results from these four dimensions are summarized and stored in the equipment status assessment table, which is then used by the priority ranking unit to construct the equipment scheduling priority matrix.

[0079] After constructing an equipment scheduling priority matrix based on the status assessment results, the priority sorting unit further executes system resource allocation. For equipment with lagging progress but sufficient energy consumption (progress completion rate below 80% and energy consumption urgency less than 1.2), the system grants high-priority accelerated scheduling authority, prioritizing the allocation of operation time windows with longer intervals between adjacent train runs and unobstructed operation paths. For equipment with normal progress but insufficient energy consumption (progress completion rate greater than 80% but energy consumption urgency greater than 1.5), the system grants priority charging authority, prioritizing the allocation of the nearest available charging pile and arranging charging during intervals between adjacent train runs. For equipment with high adjacent train density in the operation area (current density greater than 1.5 times the historical average density), the system lowers the scheduling priority and arranges operation suspension or speed reduction. The final output includes a comprehensive scheduling scheme containing the charging timing, travel speed, and operation suspension and recovery time nodes for each piece of equipment, stored in JSON format and sent to the dynamic execution module.

[0080] Furthermore, when processing charging timing decisions, the instruction conversion unit of the dynamic execution module first queries the operational overview database for the nearest available charging pile to the target equipment and extracts the unique number of the charging pile (including "CHG-01"). It then calls the path planning algorithm to generate the optimal navigation path from the equipment's current location to the charging pile. The path is represented as a coordinate sequence, specifically [(x1, y1), (x2, y2), …, (xn, yn)], in meters. The distance between adjacent coordinate points does not exceed 10 meters to ensure a smooth and executable path. The system calculates the total path length and the estimated arrival time (in seconds) based on the equipment's current speed, using the formula: Estimated arrival time = Total path length / Current equipment speed. Finally, the charging pile number, navigation path coordinate sequence, and estimated arrival time are encapsulated into a JSON-formatted charging pile allocation instruction and sent to the equipment's local controller.

[0081] When processing speed control decisions, the command conversion unit first extracts the target speed value (unit: m / s) from the scheduling scheme. Based on mechanical parameters such as the equipment's transmission ratio and wheel diameter, it calculates the target motor speed using the formula: Target motor speed (rpm) = Target speed × Transmission ratio × 60 / (π × Wheel diameter). Simultaneously, it generates acceleration and deceleration curve parameters, employing a trapezoidal speed curve control mode. The acceleration is set to 0.5 m / s², and the deceleration to 0.8 m / s². The acceleration phase duration is calculated as (Target speed - Current speed) / Acceleration, and the deceleration phase duration as (Current speed / Deceleration). Finally, the target motor speed parameters, acceleration parameters, deceleration parameters, acceleration phase duration, and deceleration phase duration are encapsulated into motor control commands and sent to the equipment's motor controller in JSON format.

[0082] When processing operation pause / resumption decisions, the command conversion unit generates start / stop control signals (binary signals, 0 for stop, 1 for start). For pause commands, the start / stop control signal is set to 0, and braking force parameters are calculated based on the equipment's current speed to ensure a safe stop. The formula is as follows: Braking force (Newtons) = Mass of equipment × Deceleration (0.8 m / s²); The system also calculates the braking distance using the following formula: Braking distance = Current speed² / (2 × deceleration); Ensure the braking distance is less than the safe distance in front of the equipment. For the recovery command, the start-stop control signal is set to 1, and the braking force parameter is set to 0 to release the braking state. Finally, the start-stop control signal and braking force parameter are encapsulated into a start-stop control command, which is sent to the equipment's brake controller and start controller in JSON format to achieve automatic execution of operation pause and recovery.

[0083] Furthermore, the dynamic execution module achieves closed-loop management through a feedback monitoring unit. The feedback monitoring unit receives real-time status feedback information from each piece of equipment after executing commands, including parameters such as actual speed, actual position, charging progress, and braking status, and compares this information with the expected target. The system calculates the relative deviation rate between the actual and target values. When the deviation rate is less than 5%, execution is considered normal; when the deviation rate is between 5% and 15%, a warning log is recorded and a speed correction command is sent; when the deviation rate is greater than 15%, execution is considered substandard, and an anomaly handling process is immediately triggered. A request for manual intervention is sent to the dispatch center, and the equipment control mode is switched from automatic to manual, suspending all automatic dispatch commands and awaiting manual investigation of the fault cause. After the anomaly handling is completed, the system switches the control mode back to automatic mode and reintegrates into the intelligent dispatch system, forming a complete closed-loop management mechanism.

[0084] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. An integrated control system for track-laying equipment on adjacent tracks, characterized in that, include: The equipment information acquisition module is used to collect relevant data of track-laying equipment in real time, and to classify, mark and timestamp the data. The data fusion and processing module is used to unify the format of the collected track-laying equipment-related data, and to build a panoramic database of operations by real-time verification and filtering of redundant information. The collaborative scheduling module is used to analyze the differences in work progress and mutual waiting time among various equipment based on the work panorama database, identify bottleneck equipment in the work process, and generate acceleration commands for bottleneck equipment and deceleration commands for advanced equipment. The safety early warning module is used to continuously monitor the spatial distance between the track-laying equipment and the adjacent operating line. It combines real-time information of adjacent trains to establish a dynamic safety distance model. When the distance between the equipment's operating range and the safety boundary of the adjacent line is less than a preset threshold, a graded early warning is triggered. The intelligent decision-making module is used to extract progress completion, equipment energy consumption, personnel configuration and adjacent train density information from the operation panorama database, construct an equipment priority evaluation matrix to determine the scheduling priority ranking, and generate a comprehensive scheduling plan that includes charging timing, travel speed and operation pause recovery. The execution feedback module is used to convert the charging timing in the scheduling plan into charging pile allocation instructions and equipment navigation paths, convert driving speed into motor speed control parameters, and convert operation pause and resumption into equipment start and stop control signals. These signals are then sent to the local control systems of each piece of equipment via wireless network to achieve automatic execution and provide real-time feedback on the execution results.

2. The integrated control system for track laying equipment on adjacent lines according to claim 1, characterized in that: The equipment information acquisition module includes an equipment status acquisition unit, a personnel positioning acquisition unit, and an adjacent line information acquisition unit, to collect relevant data of the track laying equipment respectively; The equipment status acquisition unit is used to acquire, in real time, relevant data of the track laying equipment, including the track laying progress of the track laying machine, the running speed and load status of the tractor, the detection data of the measuring equipment, and the battery power information of each piece of equipment, through sensors and positioning devices installed on each track laying equipment. The personnel positioning and acquisition unit is used to acquire the real-time location coordinates, movement trajectory, and relative positional relationship between personnel and equipment of the on-site personnel in the relevant data of the track laying equipment through the smart terminal device worn by the workers. The adjacent line information acquisition unit is used to obtain, in real time, the timetable, real-time location, running speed and temporary scheduling change information of adjacent line trains from the relevant data of track laying equipment through the data interface with the existing line dispatching system.

3. The integrated control system for track laying equipment on adjacent lines according to claim 2, characterized in that: The data fusion processing module includes a data standardization unit and an association mapping unit; The data standardization unit is used to uniformly convert data formats from different brands and models of equipment, establish a standardized data dictionary, eliminate inconsistent data units and coordinate systems, and perform time alignment processing on data with different collection frequencies. The association mapping unit is used to establish multi-dimensional associations between equipment, personnel, and work sections, mapping discrete data to a unified work space coordinate system.

4. The integrated control system for track laying equipment on adjacent lines according to claim 3, characterized in that: The collaborative scheduling module includes a rhythm analysis unit and a synchronization control unit; The rhythm analysis unit is used to extract the start and end timestamps of each device from the operation panorama database, calculate the waiting time between adjacent devices, determine that there is a process dependency relationship between the two devices when the waiting time exceeds the preset connection threshold, construct a directed acyclic graph of all devices with dependency relationships, calculate the total time of all paths from the start point to the end point of the operation using the critical path method, select the path with the longest time as the critical path, and mark the device nodes on the path as critical path nodes. Based on the real-time operation progress of each piece of equipment in the operation panorama database, the waiting time between upstream and downstream equipment in the track laying operation process is identified. By calculating the deviation between the actual operation time and the planned operation time of each piece of equipment, the bottleneck link in the operation process is located, and the time loss caused by equipment non-coordination is quantitatively evaluated. The synchronization control unit is used to dynamically adjust the operating speed and start-up sequence of each piece of equipment based on the bottleneck links identified by the rhythm analysis unit. For equipment that is ahead of schedule, it issues deceleration or standby commands, and for equipment that is behind schedule, it issues acceleration commands when safety conditions permit, so as to ensure that the tightness of the operation connection between upstream and downstream equipment meets the preset coordination threshold.

5. The integrated control system for track laying equipment on adjacent lines according to claim 4, characterized in that: The security early warning module includes a distance monitoring unit, a risk assessment unit, and an early warning classification unit; The distance monitoring unit is used to calculate the minimum distance between the working boundary of each track-laying equipment and the safety boundary of the adjacent operating line in real time, and to simultaneously monitor the approach speed and estimated arrival time of the adjacent train. The risk assessment unit is used to comprehensively assess the encroachment risk level of the current operation by integrating information on the distance between the equipment and the adjacent line, the operation information of the adjacent line trains, and the current operation type. It determines multiple risk factors, including whether the equipment is moving towards the adjacent line, whether the equipment's operation range is expanding, and whether the density of adjacent line trains is at its peak.

6. The integrated control system for track laying equipment on adjacent lines according to claim 5, characterized in that: The early warning classification unit is used to classify early warnings into a three-level response mechanism based on the risk level calculated by the risk assessment unit; When the risk level is low, the system sends a warning message to the operator's terminal to remind them to pay attention to the work boundary control. When the risk level is medium risk, the system automatically issues a deceleration command to the relevant equipment and requires the on-site supervisor to manually confirm before the operation can continue. When the risk level is high, the system immediately issues a forced stop command to all equipment operating in the adjacent area, simultaneously sends an early warning notification to the adjacent dispatch center, and triggers the audible and visual alarm device.

7. The integrated control system for track laying equipment on adjacent lines according to claim 6, characterized in that: The intelligent decision-making module includes a state evaluation unit and a priority ranking unit; The status assessment unit is used to periodically analyze the overall status of each piece of equipment, including obtaining the progress completion rate by comparing the current project progress with the planned progress, obtaining the energy consumption urgency by monitoring the battery power and the estimated remaining working time, obtaining the personnel sufficiency by statistically analyzing the personnel configuration and standard configuration requirements of the work area, and obtaining the flexibility of the working time window by analyzing the train operation density of adjacent lines and historical data. The priority sorting unit is used to construct an equipment scheduling priority matrix based on the multi-dimensional evaluation results obtained by the state evaluation unit. The unit assigns high priority acceleration scheduling authority to equipment with lagging progress and sufficient energy consumption, assigns priority charging authority to equipment with normal progress but insufficient energy consumption, and reduces the scheduling priority of equipment in the work area during periods with high train density on adjacent lines, thus forming an equipment priority sorting sequence. Based on the equipment priority ranking sequence, the system allocates resources, giving priority to equipment with high-priority acceleration scheduling authority by allocating operation time windows and operation paths, giving priority to equipment with priority charging authority by allocating charging pile resources and adjacent train running gaps, and arranging operation suspension or speed reduction plans for low-priority equipment. The final output is a comprehensive scheduling plan that includes the charging timing, travel speed, and operation suspension and recovery time nodes for each piece of equipment.

8. The integrated control system for track laying equipment on adjacent lines according to claim 7, characterized in that: The intelligent decision-making module also includes a charging timing decision-making unit; The charging timing decision unit is used to comprehensively analyze the current power of the equipment, the distance to the charging pile, the planned operation time, and the running gap of adjacent trains. By predicting the difference between the power required for the equipment to complete the current operation section and the remaining power, it determines whether a charging task needs to be inserted and selects a period with a longer running gap of adjacent trains as the charging window period to avoid occupying critical operation time during charging.

9. The integrated control system for track laying equipment on adjacent lines according to claim 8, characterized in that: The intelligent decision-making module also includes a speed regulation decision-making unit; The speed control decision unit is used to dynamically generate speed control strategies based on real-time changes in project progress deviation, equipment occupancy in the work section ahead, and safety distance between adjacent lines. When a malfunction or delay is detected in the equipment ahead, a deceleration command is automatically sent to the following equipment to avoid a rear-end collision. When it is detected that the progress of a certain equipment is seriously lagging behind and the working path ahead is clear, an acceleration command is issued to the equipment to catch up with the planned progress, provided that the safety distance meets the requirements. When it is detected that the equipment is approaching the safety boundary of the adjacent track or that a train on the adjacent track is about to pass, a forced deceleration or stop command is issued to the equipment.

10. The integrated control system for track laying equipment on adjacent lines according to claim 9, characterized in that: The dynamic execution module includes an instruction conversion unit, a communication sending unit, and a feedback monitoring unit; The instruction conversion unit is used to convert the scheduling scheme generated by the intelligent decision module into specific control parameters that can be identified by each equipment control system. Specifically, the charging timing decision is converted into a charging pile allocation instruction that includes the charging pile number, navigation path coordinate sequence and estimated arrival time; the speed control decision is converted into the target speed parameter and acceleration / deceleration curve parameter of the equipment drive motor; and the operation pause and resume decision is converted into the start / stop control signal and braking force parameter of the equipment controller. The communication sending unit is used to encrypt control commands and send them to the local controller of the target equipment via a wireless communication network, and to set command priority flags to ensure that emergency commands are executed first. The feedback monitoring unit is used to receive status feedback information of each piece of equipment after executing instructions in real time, compare the deviation between the instruction execution effect and the expected target, and automatically trigger the abnormal handling process and send a manual intervention request to the dispatch center when it is detected that the equipment does not execute the instructions or the execution effect is not up to standard.

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