WO2023077892A1 - 一种调车作业管控方法和系统 - Google Patents

一种调车作业管控方法和系统 Download PDF

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Publication number
WO2023077892A1
WO2023077892A1 PCT/CN2022/110618 CN2022110618W WO2023077892A1 WO 2023077892 A1 WO2023077892 A1 WO 2023077892A1 CN 2022110618 W CN2022110618 W CN 2022110618W WO 2023077892 A1 WO2023077892 A1 WO 2023077892A1
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Prior art keywords
shunting
route
control system
centralized control
dispatching centralized
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PCT/CN2022/110618
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English (en)
French (fr)
Inventor
刘克难
王美红
王丽军
陈建鑫
刘江西
Original Assignee
北京全路通信信号研究设计院集团有限公司
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Application filed by 北京全路通信信号研究设计院集团有限公司 filed Critical 北京全路通信信号研究设计院集团有限公司
Priority to EP22888927.5A priority Critical patent/EP4324722A1/en
Publication of WO2023077892A1 publication Critical patent/WO2023077892A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
    • B61L15/0018—Communication with or on the vehicle or vehicle train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L17/00—Switching systems for classification yards

Definitions

  • the invention belongs to the field of rail traffic control, and in particular relates to a shunting operation management and control method and system.
  • CTC Centralized Traffic Control System
  • Centralized Traffic Control System Centralized Traffic Control System
  • CTC is not doing enough, the degree of informatization and automation is low, and the planning end and execution end are separated, which can no longer meet the transportation needs of shunting operations.
  • the shunting operation process of CTC is as follows: the station dispatcher compiles the shunting operation sheet according to the daily operation plan, and the operators in relevant positions print out the paper shunting operation sheet; the outdoor shunting driver contacts the station signalman by phone to request for the designated According to the requirements of the shunting route outside, the signalman determines the route and handles the shunting route by manually pressing the terminal signal button.
  • This process is highly dependent on people, accurate and safe There is no guarantee.
  • the shunting operation order is not associated with the route, and the shunting route requested by the outdoor operation driver is not related to the route management. These two disconnections are manually made up, and manual participation increases the risk of errors.
  • the current use of existing equipment for shunting operations has the following disadvantages: the driver of the outdoor shunting machine contacts the station signalman (or on duty) by phone to handle the shunting route (commonly known as the main road), and the station signalman manually presses the terminal signal
  • the shunting route is handled by pressing the button, which is highly dependent on people and has potential safety hazards; the conflict between the train plan and shunting operation cannot be predicted in advance; for a station with multiple stations, the shunting operation between each field Coordination is through manual contact without systematic process control; the shunting plan is not related to the actual operation progress, and the shunting operation progress is recorded by non-real-time manual, resulting in untimely update of plans, low accuracy of preparation, and untimely update of existing vehicles.
  • Some marshalling yards or section stations have jurisdiction over multiple yards, requiring a solution that satisfies the management and control of shunting operations at one station and multiple yards.
  • the present invention proposes a shunting operation control method, the method comprising:
  • the station management information system obtains the shunting operation sheet, and sends the shunting operation sheet to the dispatching centralized control system;
  • the dispatching centralized control system receives the shunting operation order, confirms the turning point according to the shunting operation order, generates a route sequence, and distributes it to each branch terminal;
  • the wireless shunting locomotive signal and monitoring system obtains the shunting route request, and sends the shunting route request to the dispatching centralized control system;
  • the dispatching centralized control system handles the routes according to the shunting route request and the route sequence, and sends the route processing results to the wireless shunting locomotive signal and monitoring system to start operation;
  • the dispatching centralized control system sends the hook report point after each hook operation is completed to the station management information system to realize shunting operation management and control.
  • the present invention also provides a method for managing and controlling the shunting operation according to the shunting route request, the method comprising:
  • the wireless shunting locomotive signal and monitoring system obtains the shunting route request, and sends the shunting route request to the dispatching centralized control system;
  • the dispatching centralized control system handles the route according to the shunting route request and route sequence, and sends the route processing result to the wireless shunting locomotive signal and monitoring system to start operation;
  • the dispatching centralized control system sends the hook report point after each hook operation is completed to the station management information system to realize shunting operation management and control.
  • the dispatching centralized control system handles routes according to the request for shunting routes including automatic triggering routes and manual triggering routes.
  • the manual triggering of the route includes the step of specifying the hook preview of the route:
  • the preview of the specified hook includes the processed route, and the conflict between the processed route and the train plan.
  • the dispatching centralized control system confirms the turning point, and after generating the route sequence, it also includes the step of automatic route preview, wherein the dispatching centralized control system previews the correct route of the whole order and distributes it to each branch terminal.
  • the dispatching centralized control system confirms the turning point by using a single track configuration method, wherein, each track is configured with the priority of the turning point according to the role of the final track.
  • the step of changing the route includes: changing the turn-back point and selecting a change button.
  • the present invention also provides a system for managing and controlling the shunting operation according to the shunting route request, and the system includes:
  • the wireless shunting locomotive signal and monitoring system is used to obtain the shunting route request, and send the shunting route request to the dispatching centralized control system;
  • the dispatching centralized control system is connected with the wireless shunting locomotive signal and monitoring system, and is used to handle the route according to the shunting route request and route sequence, and send the route processing result to the Wireless shunting locomotive signal and monitoring system, start operation;
  • the dispatching centralized control system is connected to the station management information system, and is used to send the hook report points after each hook operation is completed to the station management information system, so as to realize the management and control of shunting operations.
  • the present invention also provides a shunting operation management and control system, the system comprising:
  • the station management information system is used to obtain the shunting operation order, and send the shunting operation order to the dispatching centralized control system;
  • the dispatching centralized control system is connected with the station management information system, and is used to receive the shunting operation order, confirm the return point according to the shunting operation order, generate a route sequence, and distribute it to each branch terminal;
  • the wireless shunting locomotive signal and monitoring system is connected to the dispatching centralized control system, and is used to obtain a shunting route request, and send the dispatching route request to the dispatching centralized control system;
  • the dispatching centralized control system is also used to handle the route according to the shunting route request and the route sequence, and send the route processing result to the wireless shunting locomotive signal and monitoring system, and start Operation;
  • the dispatching centralized control system is also used to send the hook report point after each hook operation is completed to the station management information system to realize shunting operation management and control.
  • dispatching centralized control system is also used to process routes according to the request for shunting routes, including automatic trigger routes and manual trigger routes.
  • dispatching centralized control system is also used to perform automatic route preview on the route sequence generated after confirming the turning point.
  • dispatching centralized control system is also used to confirm the turnaround point in a single track configuration mode, wherein the priority of the turnback point is configured for each track according to the role of the final track.
  • the shunting operation management and control method and system of the present invention have opened up the connection between the shunting operation sheet of the station management information system, the routing management of the dispatching centralized control system, the wireless shunting locomotive signal and the supervisory road, and are the key to the shunting operation process. complete solution.
  • the process management of shunting operation has been strengthened, the efficiency of shunting operation has been improved, the safety of shunting operation has been enhanced, the risk of wrong approach has been reduced, and the informatization and automation level of each link of shunting operation has been improved.
  • the present invention Relying on the existing mature CTC3.0 system, the present invention has low implementation cost, low risk and good effect.
  • Fig. 1 shows the flowchart of the shunting operation management and control method in the embodiment of the present invention
  • Fig. 2 shows a schematic diagram of role relationship connection of shunting operation in the embodiment of the present invention.
  • the present invention proposes a shunting operation management and control scheme based on the CTC3.0 system, which is used to standardize the shunting operation process, improve operation safety, and achieve the purpose of integrating management and control.
  • the present invention evolves processes such as telephone communication, route determination, and route button selection in the shunting operation into each process link of the system; according to the SMIS (Station Management Information System, station management information system) shunting plan (that is, shunting Operation sheet) automatically generates the route sequence, and only needs to trigger the route sequence when handling the route; the outdoor shunting driver sends a request to the CTC to handle the shunting route through the STP (Shunting Train Protection, wireless shunting locomotive signal and monitoring system) system , CTC automatically handles the route after receiving the request; it also calculates the conflict between each hook operation and the train plan in real time, and provides the route preview function, so that the conflict can be predicted in advance; the shunting plan is summarized, managed and distributed to each field Execution realizes the overall visible effect of one shunting operation, one plan, and multiple operations; the present invention also feeds back the actual execution progress of the shunting operation to the SMIS planning end in real time, replacing the original manual
  • FIG. 1 shows a flow chart of the shunting operation management and control method in the embodiment of the present invention.
  • the method includes the following steps:
  • the station management information system obtains the shunting operation sheet, and sends the shunting operation sheet to the dispatching centralized control system;
  • the dispatching centralized control system receives the shunting operation order, confirms the turning point according to the shunting operation order, generates a route sequence, and distributes it to each branch terminal;
  • the wireless shunting locomotive signal and monitoring system obtains the shunting route request, and sends the shunting route request to the dispatching centralized control system;
  • the dispatching centralized control system requests to handle the route according to the handling of the shunting route, and sends the result of the handling route to the wireless shunting locomotive signal and monitoring system, and starts operation;
  • the dispatching centralized control system sends the hook report point after each hook operation is completed to the station management information system to realize shunting operation management and control.
  • a connection diagram of the train shunting operation in which the personnel and the system cooperate is provided, and the train shunting operation is managed and controlled through the cooperation of the specific personnel and the system.
  • the personnel can also be a terminal system, etc. It is not limited to a special type of personnel, as long as the terminal, equipment, etc. that can complete the management and control work of the present invention are within the scope of protection of the embodiments of the present invention.
  • Fig. 2 shows a schematic diagram of connection of shunting operation roles in the embodiment of the present invention.
  • the roles include operators and system equipment, and each connection represents the routine actions of the roles.
  • Step 1 The station dispatcher makes a shunting operation plan in SMIS according to the daily shift plan, that is, prepares a shunting operation sheet;
  • Step 2 SMIS sends the shunting operation order to CTC;
  • Step 3 The general attendant of the station receives the SMIS shunting operation order at the CTC, confirms the turning point according to the shunting operation order, and generates the route sequence.
  • the CTC previews the correct route of the entire order and distributes it to the signalmen/attendants in each branch;
  • Step 4 The shunting driver initiates a shunting route request to the STP device;
  • Step 5 The STP forwards the driver's shunting request to the CTC;
  • Step 6 Under normal circumstances, the CTC automatically handles the route after receiving the request.
  • the branch on duty only needs to monitor and control the shunting route to handle it correctly.
  • the route cannot be automatically triggered according to the driver's request for the shunting route , it is necessary to manually intervene by the staff on duty at the sub-site to complete the processing of the route;
  • Step 7 The CTC will feed back the result of the route processing status to the STP, and the dispatcher driver confirms that the route signal is ready and starts the operation;
  • Step 8 After each hook operation is completed, CTC sends the completion time point (referred to as the hook report point) to SMIS, and SMIS converts the shunting plan into actual performance according to the hook report point, realizing the integration of management and control.
  • the hook report point the completion time point
  • SMIS converts the shunting plan into actual performance according to the hook report point, realizing the integration of management and control.
  • the branch staff on duty manually intervenes to trigger the route, they can preview the route.
  • they can preview the processed route and the conflict between the route and the train plan.
  • the system provides the user with a change route set, and the manual can select the change route by changing the turning point and selecting the change button.
  • the present invention designs a "1+N" mode to solve the management and control problem of shunting operations at one station and multiple fields, and realizes a globally visible effect of one machine shunting, one plan, and multiple operations.
  • 1 general shunting plan management terminal responsible for unified management of shunting plans of each shunting machine.
  • the general duty officer is responsible for the receipt and confirmation of the hook plan, including checking the hook plan, controlling the train sequence between yards, confirming the shunting turning point, coordinating train shunting conflicts, etc., maintaining an accurate executable hook plan, and distributing it to the branch N signalman terminals.
  • the terminal of each field signalman can view the details and execution status of all work orders, and timely understand the location and operation progress of the adjustment machine.
  • the signalman can adjust the basic route to a modified route, and adjust the turning point if necessary, and the adjusted route information is displayed synchronously on each terminal.
  • N in the 1+N mode can be 0, which means that there is only one attendant at the station to control the shunting route.
  • the attendant has full authority, that is, when there is only one attendant at the station, the attendant has the manual trigger route.
  • the CTC in the embodiment of the present invention can also perform: receiving and processing shunting work orders, calculation of turnaround points, route search, route preview, route triggering, hook reporting points, management of shunting work orders, etc.
  • the CTC and the SMIS belong to two independent systems, so as to avoid communication barriers due to different data definitions between the CTC and the SMIS during signal transmission, the SMIS will be used in the embodiment of the present invention.
  • the data dictionary is converted into a CTC data dictionary, which mainly includes information such as station code, field number, head and tail direction, and operation track. This conversion is necessary for background calculations, but the job order information displayed to the user remains consistent with the original job order. , because the naming of SMIS is more in line with production habits, while CTC continues the naming of the interlocking signal system, which is standardized and rigorous, but inconsistent with the customary name, which is not conducive to communication.
  • a shunting operation sheet contains several hook operation plans, and the CTC finds the most suitable turn-back point according to the starting track A, the head-to-tail direction, and the final track B of each hook plan C.
  • the CTC also provides a set of all optional turning points for manual selection.
  • the turning point means that after the dispatcher moves out from A, it needs to change direction at the turning point before reaching B.
  • the optimal turning point C and other optional turning points need to be determined by the train personnel according to the actual working habits on site, and then input into the system after determination. There are a huge number of combinations from the beginning of the track to the end of the track, and it is necessary to find an effective and feasible calculation method for the turning point.
  • the present invention adopts the method of configuring turning points according to a single track, and configures the priority of turning points for each track according to the role of the final track. From A to B, you only need to select the turn-back point from the turn-back point set of B according to the priority. If there is a shunting route from A to the turn-back point, then the turn-back point is the optimal turn-back point C.
  • This method not only meets the functional requirements, but also simplifies the configuration strategy of the turning point, and also simplifies the communication cost with the vehicle personnel.
  • the shunting route from A to C and from C to B is determined, and the CTC system generates the basic route by default, in order to enhance the flexibility of the system , Usability, the system provides the user with a change route set, and the manual can select the change route by changing the turning point and selecting the change button.
  • a work sheet contains several hook operations.
  • the system When each hook operation is completed, the system generates a time point to indicate the completion of the hook operation.
  • One hook plan generally generates 1 to 2 routes.
  • the route generation logic is as follows:
  • Step a find out the start button B1 of the first route according to A and the head-to-tail direction;
  • Step b find out the terminal button E2 of the second approach according to B;
  • Step c check whether there is a route in the button of the start end B1 and the terminal E2, if there is, the search is completed, and the route is used as the generation route;
  • Step d find out all the route sets starting from the start button B1 from the route table, traverse each route R, and check whether there is route R2 at the end of R and the terminal E2 of the second route;
  • Step e If R2 does not exist, judge whether R is a long shunting route: if R is a long shunting route, check whether there is a route R3 on the button on each short shunting route section included and E2 , if there is, add R and R3 to the route sequence; if R is a short-tuning route, check the buttons on the route section and E2 to see if there is route R3, and if so, add R and R3 to the route in sequence;
  • Step f If R2 exists, add both R and R2 into the route sequence, and check whether the buttons on the R section and E2 have route R3, and if so, add R3 into the route sequence.
  • the shunting driver sends a request for shunting route through the STP terminal, and CTC automatically triggers the route after receiving the request; if the route cannot be triggered temporarily or only part of the route can be triggered temporarily, it will be triggered automatically when the trigger condition is met Remaining routes: manual triggering, the triggering time is manually selected, and the system tries to handle it once.
  • the situation of turning back in the triggering process is also described, and the triggering rules of the turning back route in the middle are disclosed: when handling the shunting route, to prevent the shunting operation from being too short, generally adopt the method of moving out to the farthest end way. In this way, it is often the case that the adjustment machine does not go through the entire path, and then turns back halfway.
  • the system recalculates the triggerable route according to the occupied position of the adjustment machine and completes the triggering. Trigger the complete shunting sub-routes from the occupied position to the final track or the destination turn-back point one by one.
  • the system will
  • the turnouts on the way are automatically single-locked and unlocked automatically after the adjustment operation is completed. For the sake of safety, it is necessary to ensure that the position of the turnout occupied by the adjustment machine is consistent with the position of the turnout of the return route in the case of turning back halfway, otherwise the triggering of the route and the automatic single-lock operation of the switch cannot be performed.
  • CTC can realize the preview of the shunting route.
  • CTC has the automatic preview of the whole order and the preview of the designated hook. Discovery and timely correction", effectively reducing the possible mishandling problems caused by "execution and confirmation at the same time”.
  • the CTC also generates and processes the hook reporting point. After each hook operation is completed, the CTC promptly notifies the SMIS of the completion time as the shunting couple reporting point, marking that the hook plan has been converted into actual performance. Due to the frequent turning back in the shunting operation, it is impossible to judge the completion status of the operation by unlocking the route like the train route.
  • the CTC of the present invention is based on the execution state of the next hook approach, automatically sets the last hook as the completed state, and sends the moment as the hook reporting point information to the SMIS. Manual reporting is adopted for the last hook operation, and the entire order plan is completed after reporting.
  • An embodiment of the present invention also provides a shunting operation management and control system, the system comprising:
  • the station management information system is used to obtain the shunting operation order, and send the shunting operation order to the dispatching centralized control system;
  • the dispatching centralized control system is connected with the station management information system, and is used to receive the shunting operation order, confirm the return point according to the shunting operation order, generate a route sequence, and distribute it to each branch terminal;
  • the wireless shunting locomotive signal and monitoring system is connected to the dispatching centralized control system, and is used to obtain a shunting route request, and send the dispatching route request to the dispatching centralized control system;
  • the dispatching centralized control system is also used to handle the route according to the request for handling the shunting route, and send the result of the route handling to the wireless shunting locomotive signal and monitoring system to start the operation;
  • the dispatching centralized control system is also used to send the hook report point after each hook operation is completed to the station management information system to realize shunting operation management and control.
  • the dispatching centralized control system is also used to handle the route including automatic triggering route and manual triggering route according to the request for shunting routes; the dispatching centralized control system is also used to generate The route sequence is automatically previewed; the dispatching centralized control system is also used to confirm the turn-back point by adopting a single track configuration method, wherein the priority of the turn-back point is configured for each track according to the role of the final track.

Abstract

一种调车作业管控方法，包括车站管理信息系统获取调车作业单，并将调车作业单发送给调度集中控制系统；调度集中控制系统接收调车作业单，并根据调车作业单确认折返点，并生成进路序列，分发给各分场终端；无线调车机车信号和监控系统获取办理调车进路请求，并将办理调车进路请求发送给调度集中控制系统；调度集中控制系统根据办理调车进路请求、进路序列办理进路，并将办理进路结果发送给无线调车机车信号和监控系统，开始作业；调度集中控制系统将每钩作业完成后的钩报点发送给车站管理信息系统，实现调车作业管控。还提供一种调车作业管控系统。

Description

一种调车作业管控方法和系统 技术领域
本发明属于轨道交通控制领域，特别涉及一种调车作业管控方法和系统。
背景技术
CTC(调度集中控制系统、Centralized Traffic Control System)在铁路广泛应用，大力推动了铁路运输管理的现代化发展，实现了调度指挥信息化、列车作业自动化、信号设备管理集中化。特别是2016年国铁集团CTC3.0技术条件颁布后，加强了多股道、多方向、客货混跑、高普混跑的大站列车进路防错办和计划管理功能。但是，对于调车作业这一块，CTC做的并不充分，信息化、自动化程度较低，计划端和执行端脱离，已经不能满足调车作业运输需要。
目前CTC的调车作业过程如下：车站调度员根据日作业计划编制调车作业单，相关岗位的作业人员打印出纸质调车作业单；室外调机司机通过电话联系车站信号员，请求办理指定的调车进路，信号员依据室外办理调车进路要求，确定进路并通过人工按压始终端信号按钮的方式办理调车进路，该过程对人的依赖性强，准确性和安全性无从保障。该工作模式下，调车作业单和进路未关联、室外作业司机请求调车进路和进路办理未关联，这两处脱节，均由人工弥补，人工参与增加了出错的风险。
并且，目前使用既有设备进行调车作业存在以下缺点：室外调机司机通过电话联系车站信号员(或值班员)办理调车进路(俗称要道)，车站信号员通过人工按压始终端信号按钮的方式办理调车进路，该过程对人的依赖性强，存在安全性隐患；列车计划和调车作业冲突无法提前预知；对于一站多场的车站，各场之间的调车作业协调通过人工联系，没有系统性的流程控制；调车计划与实际作业进度未关联，调车作业进度靠非实时的人工记录，导致计划更新不及时、编制准确性低、现存车更新不及时。一些编组站或区段站会管辖多个站场，需要一个满足一站多场调车作业管控的方案。
发明内容
针对上述问题，本发明提出一种调车作业管控方法，所述方法包括：
车站管理信息系统获取调车作业单，并将所述调车作业单发送给调度集中控制系统；
所述调度集中控制系统接收所述调车作业单，并根据所述调车作业单确认折返点，并生成进路序列，分发给各分场终端；
无线调车机车信号和监控系统获取办理调车进路请求，并将所述办理调车进路请求发送给所述调度集中控制系统；
所述调度集中控制系统根据所述办理调车进路请求、所述进路序列办理进路，并将所述办理进路结果发送给所述无线调车机车信号和监控系统，开始作业；
所述调度集中控制系统将每钩作业完成后的钩报点发送给所述车站管理信息系统，实现调车作业管控。
本发明还提供一种依据调车进路请求进行调车作业管控的方法，所述方法包括：
无线调车机车信号和监控系统获取办理调车进路请求，并将所述办理调车进路请求发送给调度集中控制系统；
所述调度集中控制系统根据所述办理调车进路请求、进路序列办理进路，并将所述办理进路结果发送给所述无线调车机车信号和监控系统，开始作业；
所述调度集中控制系统将每钩作业完成后的钩报点发送给车站管理信息系统，实现调车作业管控。
进一步的，所述调度集中控制系统根据所述办理调车进路请求办理进路包括自动触发进路和人工触发进路。
进一步的，所述人工触发进路时包括进路指定钩预览的步骤：
其中，所述指定钩预览包括办理后的进路路径、所述办理后的进路路径与列车计划的冲突情况。
进一步的，所述调度集中控制系统确认折返点，并生成进路序列后还包括自动进路预览的步骤，其中，所述调度集中控制系统预览整单进路正确后分发给各分场终端。
进一步的，所述调度集中控制系统采用单个股道配置方式确认折返点，其中，对每个股道按照终到股道的角色进行配置折返点优先级。
进一步的，所述人工触发进路指定钩预览后还包括变更进路的步骤，所述变更进路方法包括：改变折返点、选择变更按钮。
本发明还提供一种依据调车进路请求进行调车作业管控的系统，所述系统包括：
无线调车机车信号和监控系统，用于获取办理调车进路请求，并将所述办理调车进路请求发送给调度集中控制系统；
调度集中控制系统，与所述无线调车机车信号和监控系统相连接，用于根据所述办理调车进路请求、进路序列办理进路，并将所述办理进路结果发送给所述无线调车机车信号和监控系统，开始作业；
所述调度集中控制系统连接车站管理信息系统，用于将每钩作业完成后的钩报点发送给所述车站管理信息系统，实现调车作业管控。
本发明还提供一种调车作业管控系统，所述系统包括：
车站管理信息系统，用于获取调车作业单，并将所述调车作业单发送给调度集中控制系统；
调度集中控制系统，与所述车站管理信息系统连接，用于接收所述调车作业单，并根据所述调车作业单确认折返点，并生成进路序列，分发给各分场终端；
无线调车机车信号和监控系统，与所述调度集中控制系统连接，用于获取办理调车进路请求，并将所述办理调车进路请求发送给所述调度集中控制系统；
所述调度集中控制系统还用于根据所述办理调车进路请求、所述进路序列办理进路，并将所述办理进路结果发送给所述无线调车机车信号和监控系统，开始作业；
所述调度集中控制系统还用于将每钩作业完成后的钩报点发送给所述车站管理信息系统，实现调车作业管控。
进一步的，所述调度集中控制系统还用于根据所述办理调车进路请求办理进路包括自动触发进路和人工触发进路。
进一步的，所述调度集中控制系统还用于对确认折返点后生成的进路序列进行自动进路预览。
进一步的，所述调度集中控制系统还用于采用单个股道配置方式确认折返点，其中，对每个股道按照终到股道的角色进行配置折返点优先级。
本发明的调车作业管控方法和系统，打通了车站管理信息系统调车作业单、调度集中控 制系统进路办理、无线调车机车信号和监要道之间的衔接，是对调车作业流程的完整解决方案。充分考虑一站多场的调车管理模式，实现一点掌控，多场联动。加强了调车作业的流程化管理，提高了调车作业效率，增强了调车作业的安全性，降低了错办进路的风险，提升了调车作业各个环节的信息化、自动化水平。依托既有成熟的CTC3.0系统，本发明实施成本低、风险低、效果好。
本发明的其它特征和优点将在随后的说明书中阐述，并且，部分地从说明书中变得显而易见，或者通过实施本发明而了解。本发明的目的和其他优点可通过在说明书、权利要求书以及附图中所指出的结构来实现和获得。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作一简单地介绍，显而易见地，下面描述中的附图是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1示出了本发明实施例中的调车作业管控方法流程图；
图2示出了本发明实施例中的调车作业角色关系连接示意图。
具体实施方式
为使本发明实施例的目的、技术方案和优点更加清楚，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地说明，显然，所描述的实施例是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
本发明基于CTC3.0系统提出一种调车作业管控方案，用于规范调车作业流程，提升作业安全，达到管控一体的目的。
本发明将调车作业中的电话沟通、进路的确定、进路按钮的选择等过程演变为系统各个流程环节；依据SMIS(Station Management Information System、车站管理信息系统)调车计划(即调车作业单)自动生成进路序列，办理进路时只需触发进路序列；室外调机司机通过STP(Shunting Train Protection、无线调车机车信号和监控系统)系统向CTC发出办理调车进路请求，CTC收到请求后自动办理进路；还通过实时计算每一钩作业和列车计划之间的冲突，并提供进路预览功能，做到冲突提前预知；将调车计划汇总统一管理分发各场执行，实现一个调机、一张计划、多场作业，全局可见的效果；本发明还将调车作业实际执行进度实时反馈给SMIS计划端，取代原人工记录的方式，实现管控一体化。
本发明实施例中提供一种调车作业管控方法，图1示出了本发明实施例中的调车作业管控方法流程图，图1中，方法包括以下步骤：
车站管理信息系统获取调车作业单，并将所述调车作业单发送给调度集中控制系统；
所述调度集中控制系统接收所述调车作业单，并根据所述调车作业单确认折返点，并生成进路序列，分发给各分场终端；
无线调车机车信号和监控系统获取办理调车进路请求，并将所述办理调车进路请求发送给所述调度集中控制系统；
所述调度集中控制系统根据所述办理调车进路请求办理进路，并将所述办理进路结果发送给所述无线调车机车信号和监控系统，开始作业；
所述调度集中控制系统将每钩作业完成后的钩报点发送给所述车站管理信息系统，实现调车作业管控。
本发明实施例中提供人员与系统相配合的进行调车作业的连接关系图，通过具体的人员与系统相配合对列车调车作业进行管控，实际应用过程中，人员也可以是终端系统等，并不局限于一种特殊的人员，只要能完成本发明的管控作业工作的终端、设备等均在本发明实施例的保护范围之内。
如图2所示，图2示出了本发明实施例中的调车作业角色关系连接示意图，角色包含操作人和系统设备，各个连线表示角色常规动作。
本发明的人员与系统配合进行调车作业管控时：
步骤1、车站调度员在SMIS依据日班计划制作调车作业计划，即编制调车作业单；
步骤2、SMIS将调车作业单发送给CTC；
步骤3、车站总值班员在CTC接收SMIS调车作业单，并根据调车作业单确认折返点、生成进路序列，CTC预览整单进路正确后分发给各分场信号员/值班员；
步骤4、调车司机向STP设备发起办理调车进路请求；
步骤5、STP将司机办理调车进路请求转发给CTC；
步骤6、正常情况下，CTC收到请求后自动办理进路，分场值班员仅需盯控调车进路正确办理，如遇到特殊情况无法根据司机办理调车进路请求自动触发进路，需要分场值班员人工介入，完成进路的办理；
步骤7、CTC将将进路办理状态办理结果反馈给STP，调机司机确认进路信号已经准备好，开始进行作业；
步骤8、CTC在每钩作业完成后，将完成时间点(简称钩报点)发给SMIS，SMIS依据钩报点调车计划转为实绩，实现管控一体。
具体的，分场值班员人工介入触发进路时，可以对进路进行预览，人工触发进路时可预览办理后的进路路径和该进路与列车计划的冲突情况，存在突出情况时，为增强系统的灵活性、可用性，系统为用户提供变更进路集，人工可通过改变折返点、选择变更按钮的方式选择变更进路。
本发明设计“1+N”模式解决一站多场的调车作业管控问题，实现一个调机、一张计划、多场作业，全局可见的效果。1个总调车计划管理终端，负责统一管理各个调机的调车计划。由总值班员负责钩计划的签收、确认，包括核对钩计划、控制场间车序、确认调车折返点、协调列调车冲突等，维护一份准确的可执行钩计划，分发至分场N个信号员终端。各场信号员终端可查看全部作业单详情与执行情况，及时了解调机的位置和作业进度，待调机要至本场作业时，提前做准备，完成本场进路路径的确认与办理。在不改变计划的前提下，信号员可将基本进路调整为变更进路，必要时可以调整折返点，调整后的进路信息同步显示再各个终端。
具体的，1+N模式的N可以是0，表示车站只有一个值班员控制调车进路，此时值班员具备全部权限，即当车站只有一个值班员时，该值班人员具备人工触发进路预览时可预览办理后的进路路径和该进路与列车计划的冲突情况，能够直接对有冲突的进路进行变更，增强系统的灵活性、可用性。
本发明实施例中的CTC还能够进行：调车作业单接收处理、折返点计算、进路搜索、 进路预览、进路触发、钩报点、调车作业单管理等内容。
本发明实施例中的CTC接收调车作业单时，CTC与SMIS属于两个独立的系统，避免CTC与SMIS的信号传输时由于各自的数据定义不同而存在沟通障碍，本发明实施例中将SMIS数据典转换成CTC数据字典，主要包含站码、场号、首尾方向、作业股道等信息，这种转化是后台计算所必须依赖的，但是展现给用户的作业单信息保持和原始作业单一致，因为SMIS的命名比较贴合生产习惯，而CTC延续联锁信号系统的命名，规范、严谨，但是和习惯叫法不一致，不利于沟通。
本发明实施例中的CTC计算折返点时：一张调车作业单包含若干钩作业计划，CTC依据每钩计划的开始股道A、首尾方向、终到股道B，找到最合适的折返点C，同时由于本发明的人工触发时有可能会对折返点进行改变，因此，CTC还提供全部可选折返点集合供人工选择。折返点是指调机从A迁出后，需要在折返点上转变方向后才能到达B。最优折返点C以及其它可选折返点，需要车务人员依据现场实际作业习惯确定，确定后录入系统。开始股道、终到股道的组合的数量巨大，必须寻找一种有效可行的折返点计算方法。
本发明采用按单个股道配置折返点的方式，对每个股道按照终到股道的角色进行配置折返点优先级。从A到B，只需从B的折返点集合里按照优先级高低选择折返点，如果从A至该折返点存在联通的调车进路，则该折返点就是最优折返点C。该方式既满足功能需求，又简化了折返点的配置策略，也简化了和车务人员的沟通成本。
根据折返点计算进路搜索，本发明实施例中的折返点C确定后，A至C、C至B的调车进路就确定了，CTC系统默认生成基本进路，为了增强系统的灵活性、可用性，系统为用户提供变更进路集，人工可通过改变折返点、选择变更按钮的方式选择变更进路。
具体的，进行进路变更时，一张作业单包含若干钩作业，每钩作业完毕时，系统产生一个时刻点表示该钩作业完成，一钩计划一般生成1到2条进路。进路生成逻辑如下：
步骤a、根据A和首尾方向找出第一条进路的始端按钮B1；
步骤b、根据B找出第二条进路的终端按钮E2；
步骤c、查看始端B1和终端E2按钮是否存在进路，若存在，则搜索完成，将该进路作为生成进路；
步骤d、从进路表中找出所有以始端按钮B1为始端的进路集，遍历每一条进路R，查看R的终端和第二条进路的终端E2是否存在进路R2；
步骤e、如果R2不存在，判断R是否为长调车进路：若R是长调车进路，则查看包含的每个短调车进路区段上的按钮和E2是否有进路R3，有则把R和R3加入到进路序列里；若R是短调车进路，则查看进路区段上的按钮和E2是否有进路R3，有则把R和R3加入到进路序列里；
步骤f、如果R2存在，则把R和R2都加入到进路序列里，且检查R区段上的按钮和E2是否有进路R3，有则R3加入到进路序列里。
本发明实施例的进路触发中包括人工触发何自动触发两种方式：
自动触发，调机司机通过STP终端发出办理调车进路请求，CTC收到请求后自动触发进路；如进路暂时无法触发或暂时只能触发部分进路，则等到触发条件满足时自动触发剩余进路；人工触发，由人工选择触发时机，系统尝试办理一次。
本发明实施例中还对触发过程中的中途折返情况进行描述，公开了中途折返进路的触发 规则：办理调车进路时，防止进路过短影响调车作业，一般采用迁出至最远端的方式。这种方式经常出现调机未走完整个路径，就中途折返的情况。中途折返时，系统根据调机占用位置重新计算可触发的进路并完成触发。逐个触发从占用位置至终到股道或目的折返点的完整调车子进路，如遇调机占用部分进路，使得该进路不满足联锁条件无法触发时，为弥补信号，系统对该进路的道岔进行自动单锁，并在调机作业完成后自动解锁。为安全考虑，这种中途折返的情况，必须保证调机占用道岔位置与退返进路道岔位置一致，否则不能进行进路触发和道岔自动单锁操作。
CTC能够实现调车进路的预览情况，CTC具备整单自动预览和指定钩预览，人工触发进路时可预览办理后的进路路径和该进路与列车计划的冲突情况，做到“提前发现，及时纠正”，有效降低了“边执行，边确认”可能带来的错办问题。
具体的，本发明实施例中CTC还进行钩报点的产生并处理，每钩作业完毕后，CTC及时将完成时刻通知SMIS，作为调车钩报点，标识该钩计划已经转为实绩。由于调车作业中经常出现中途折返的情况，无法像列车进路一样，通过进路解锁情况判断作业完成状态。本发明CTC以下一钩进路的执行状态为判断依据，自动将上一钩设置为完成状态，并将该时刻作为钩报点信息发给SMIS。针对最后一钩作业采用人工报点，报点后整单计划执行完成。
本发明实施例中还提供一种调车作业管控系统，所述系统包括：
车站管理信息系统，用于获取调车作业单，并将所述调车作业单发送给调度集中控制系统；
调度集中控制系统，与所述车站管理信息系统连接，用于接收所述调车作业单，并根据所述调车作业单确认折返点，并生成进路序列，分发给各分场终端；
无线调车机车信号和监控系统，与所述调度集中控制系统连接，用于获取办理调车进路请求，并将所述办理调车进路请求发送给所述调度集中控制系统；
所述调度集中控制系统还用于根据所述办理调车进路请求办理进路，并将所述办理进路结果发送给所述无线调车机车信号和监控系统，开始作业；
所述调度集中控制系统还用于将每钩作业完成后的钩报点发送给所述车站管理信息系统，实现调车作业管控。
具体的，所述调度集中控制系统还用于根据所述办理调车进路请求办理进路包括自动触发进路和人工触发进路；所述调度集中控制系统还用于对确认折返点后生成的进路序列进行自动进路预览；所述调度集中控制系统还用于采用单个股道配置方式确认折返点，其中，对每个股道按照终到股道的角色进行配置折返点优先级。
尽管参照前述实施例对本发明进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本发明各实施例技术方案的精神和范围。

Claims (12)

  1. 一种依据调车进路请求进行调车作业管控的方法，其特征在于，所述方法包括：
    无线调车机车信号和监控系统获取办理调车进路请求，并将所述办理调车进路请求发送给调度集中控制系统；
    所述调度集中控制系统根据所述办理调车进路请求、进路序列办理进路，并将所述办理进路结果发送给所述无线调车机车信号和监控系统，开始作业；
    所述调度集中控制系统将每钩作业完成后的钩报点发送给车站管理信息系统，实现调车作业管控。
  2. 一种调车作业管控方法，其特征在于，所述方法包括：
    车站管理信息系统获取调车作业单，并将所述调车作业单发送给调度集中控制系统；
    所述调度集中控制系统接收所述调车作业单，并根据所述调车作业单确认折返点，并生成进路序列，分发给各分场终端；
    无线调车机车信号和监控系统获取办理调车进路请求，并将所述办理调车进路请求发送给所述调度集中控制系统；
    所述调度集中控制系统根据所述办理调车进路请求、所述进路序列办理进路，并将所述办理进路结果发送给所述无线调车机车信号和监控系统，开始作业；
    所述调度集中控制系统将每钩作业完成后的钩报点发送给所述车站管理信息系统，实现调车作业管控。
  3. 根据权利要求2所述的调车作业管控方法，其特征在于，所述调度集中控制系统根据所述办理调车进路请求办理进路包括自动触发进路和人工触发进路。
  4. 根据权利要求3所述的调车作业管控方法，其特征在于，所述人工触发进路包括进路指定钩预览的步骤：
    其中，所述指定钩预览包括办理后的进路路径、所述办理后的进路路径与列车计划的冲突情况。
  5. 根据权利要求3或4所述的调车作业管控方法，其特征在于，所述调度集中控制系统确认折返点，并生成进路序列后还包括自动进路预览的步骤，
    其中，所述调度集中控制系统预览整单进路正确后分发给各分场终端。
  6. 根据权利要求2或4所述的调车作业管控方法，其特征在于，所述调度集中控制系统采用单个股道配置方式确认折返点，其中，对每个股道按照终到股道的角色进行配置折返点优先级。
  7. 根据权利要求4所述的调车作业管控方法，其特征在于，所述人工触发进路指定钩预览后还包括变更进路的步骤，所述变更进路方法包括：改变折返点、选择变更按钮。
  8. 一种依据调车进路请求进行调车作业管控的系统，其特征在于，所述系统包括：
    无线调车机车信号和监控系统，用于获取办理调车进路请求，并将所述办理调车进路请求发送给调度集中控制系统；
    调度集中控制系统，与所述无线调车机车信号和监控系统相连接，用于根据所述办理调车进路请求、进路序列办理进路，并将所述办理进路结果发送给所述无线调车机车信号和监控系统，开始作业；
    所述调度集中控制系统连接车站管理信息系统，用于将每钩作业完成后的钩报点发送给所述车站管理信息系统，实现调车作业管控。
  9. 一种调车作业管控系统，其特征在于，所述系统包括：
    车站管理信息系统，用于获取调车作业单，并将所述调车作业单发送给调度集中控制系统；
    调度集中控制系统，与所述车站管理信息系统连接，用于接收所述调车作业单，并根据所述调车作业单确认折返点，并生成进路序列，分发给各分场终端；
    无线调车机车信号和监控系统，与所述调度集中控制系统连接，用于获取办理调车进路请求，并将所述办理调车进路请求发送给所述调度集中控制系统；
    所述调度集中控制系统还用于根据所述办理调车进路请求、所述进路序列办理进路，并将所述办理进路结果发送给所述无线调车机车信号和监控系统，开始作业；
    所述调度集中控制系统还用于将每钩作业完成后的钩报点发送给所述车站管理信息系统，实现调车作业管控。
  10. 根据权利要求9所述的调车作业管控系统，其特征在于，所述调度集中控制系统还用于根据所述办理调车进路请求办理进路包括自动触发进路和人工触发进路。
  11. 根据权利要求10所述的调车作业管控系统，其特征在于，所述调度集中控制系统还用于对确认折返点后生成的进路序列进行自动进路预览。
  12. 根据权利要求9或10所述的调车作业管控系统，其特征在于，所述调度集中控制系统还用于采用单个股道配置方式确认折返点，其中，对每个股道按照终到股道的角色进行配置折返点优先级。
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