Dispatching concentration system supporting large-interval resource security card control

Abstract

The invention discloses a centralized scheduling system supporting large-interval resource security card control, which ensures that conflicts can be found and plans can be adjusted in the first time under various scenes of background introduction by optimizing plan level check prompt logic and execution level security card control logic, and ensures that the security card control of large-interval resources can be realized at the second time. Conflict occupation of resources in the same large interval by two trains is effectively avoided, safe application of a single driving resource is ensured, driving conflicts are eliminated, and the safety of railway transportation is improved. Moreover, technical prevention and object prevention are used for replacing civil defense, and automatic safety card control is used for replacing manual safety card control, so that potential safety hazards caused by manual communication errors are eliminated, the running safety of the train is ensured, and the railway transportation efficiency is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of railway traffic dispatching, and in particular to a dispatching centralized system supporting large-area resource safety control. Background Art

[0002] In railway transportation, it is common for a single-track line or a double-track line to be blocked. In this case, if two trains depart from the stations on both sides to the station on the middle line at the same time, the station on the line will not be able to handle the passing business due to the lack of a pass track, resulting in a traffic conflict. Once such a conflict occurs, the traction locomotive can only pull the low-level train back to the waiting station and wait for the oncoming train to pass the station before continuing to move forward, which seriously affects driving safety and transportation efficiency. The existing centralized dispatching system has deficiencies in resource card control and cannot effectively solve such problems.

[0003] Figure 1 The scene 1 shown is a typical single-line large section scene at a station with a single line in the middle. The conflict situation in scene 1 is explained as follows: The graphical representation of two trains T123 and 567 at the shunting platform is as follows Figure 2 As shown in the figure, in the first scenario, because Train No. 567 arrived at Station D earlier, it had a cross conflict with Train T123 between Stations B and C. Specifically, Train No. 567 was going down from Station D. It was originally planned to let Train T123 go up at Station D. However, because Train No. 567 arrived at Station D earlier, there was no effective safety card control prompt at the existing switching platform. The dispatcher mistakenly issued a conflicting stage plan, resulting in the two trains entering the A / B section and the C / B section at the same time. The two trains could not successfully arrange the route at Station B at the same time, which eventually led to the return operation of the low-level Train No. 567, seriously affecting the driving safety and efficiency.

[0004] Apart from Figure 1 In addition to the typical single-line large-section scenario of a station with a single line in the middle shown in the figure, Figure 3~Figure 5 The scenario shown also has the traffic conflict problem in the single-line line analogy scenario.

[0005] Figure 3 In the second scenario, there are multiple line stations between the two ordinary stations. Specifically, stations A and E at both ends are ordinary stations (with a passing track), and there are multiple line stations between stations A and E. The diagram only lists the scenario of three line stations (stations B, C, and D). When the T123 train runs from station A to station E, and the 567 train runs from station E to station A, there is a traffic conflict.

[0006] Figure 4The third scenario shown is a large-area scenario with a middle track. ABC are all ordinary stations (with parking tracks), but S-XC at Station B is a track. Train T123 goes from Station A to Station C via the S-XC track at Station B, and Train 567 from Station C goes to Station A via the XC-S track at Station B, resulting in a large-area resource conflict.

[0007] Figure 5 The fourth scenario shown is a single-line analogy scenario when the up line is blocked. Although the area between Station A, Station B, and Station C is a double-line automatic block section, when the up line is blocked, the double-line line is actually equivalent to a single-line driving environment. The same situation will occur because there is no track at Station B, resulting in Figure 1 The problem of traffic resource conflict in a large area is shown.

[0008] The object names contained in the examples shown in the above figures conform to the general naming rules for railway yard objects, which can be clearly understood by those skilled in the art. For example, S, SN, XC, and X are ports; 3G, 4G, 5G, IG, and IIG are all track names.

[0009] The above lists the resource conflict problems in large areas in single-line or analog scenarios.

[0010] At present, there are mainly two types of solutions to the above problems.

[0011] Plan 1: Plan compilers and plan executors always pay attention to the operation of stations, and pay special attention to stations with such transportation scenarios. Through manual operation and card control, they can avoid traffic conflicts when two trains enter the same large section at the same time.

[0012] Specifically: For stations with a single-line large section resource monopoly demand, both the central dispatching plan preparation personnel and the station train execution personnel should take human defense measures to prevent traffic conflicts and ensure traffic safety and efficiency. For artificial block stations, before departure, both stations or line stations jointly confirm that the block section is idle. The idle section here refers to the idle resources of the large section. Figure 1 The scenario shown is a large area resource between port X of station A and port S of station C. Figure 3 The scenario shown is a large area of ​​resources between port X of station A and port S of station E, including ports B, C, and D.<S,X> The interval resources here<S,X> Represents the bidirectional interval resources of the connecting route between port S and port X, that is, the interval resources on both sides from S to X and from X to S (the same below); Figure 4The scene shown is the X-port of Station A, via Station B<S,XC> , to the large section resources at the S gate of C station. After confirming that the large section resources are free, the dispatcher uses the route signing machine, road signs, tickets, etc. to record the occupation of the section, and notifies the farthest receiving station of the large section resources by telephone, telegram, etc. The receiving station is responsible for checking whether the vehicle formation is complete after the train arrives. For semi-automatic block and automatic block sections, it is also necessary to manually perform the above-mentioned confirmation operation of the free large section resources, and then the equipment automatically or manually performs the subsequent operations.

[0013] The above solution 1 manually confirms that large-area resources are idle. Therefore, it may affect driving safety, transportation efficiency and scheduling accuracy. Specifically: (1) Inefficiency: Manual confirmation requires a lot of time and effort. On busy railway lines, the train operation density is high. Relying on manual confirmation one by one will greatly increase the workload of central dispatchers and station attendants and reduce work efficiency.

[0014] (2) Error-prone: Due to the limited attention span of human beings, long-term repetitive work may lead to fatigue and negligence, thereby increasing the risk of misjudgment. In addition, human factors such as misjudgment and improper operation may also lead to errors.

[0015] (3) Slow response: In an emergency, manual confirmation may not be able to respond quickly, delaying accident handling time and increasing accident risks.

[0016] (4) Strong dependence: The manual confirmation scheme is highly dependent on the dispatcher. The quality, experience and skill level of the dispatcher will directly affect the accuracy and reliability of the confirmation results. If the dispatcher lacks sufficient experience or skills, or is negligent or makes mistakes in his work, it will have an adverse impact on driving safety and transportation efficiency.

[0017] (5) Inability to monitor in real time: The manual confirmation scheme cannot achieve real-time monitoring. The operation of trains on the railway line is dynamic, and the idle status of each section needs to be monitored in real time to ensure driving safety. However, the manual confirmation scheme cannot achieve real-time monitoring and can only rely on the dispatcher to check and confirm regularly. This may result in the inability to timely discover and handle the section occupancy situation during certain time periods.

[0018] In general, human defense measures have many shortcomings and have not brought into play the advantages of technical and physical defense. In actual applications, more advanced, efficient and reliable automation and information technology means are needed to replace or assist manual confirmation plans.

[0019] Solution 2: In the upper CTC system, the logic of inter-station routing is changed to checking departure conditions, relying on the lower interlocking conditions to achieve large-area traffic resource safety. For example, the literature corresponding to Solution 2 is as follows: (1) Chinese invention patent application with publication number CN118597229A "A method for centralized checking between stations"; (2) Liu Bo, published article "Design scheme for mutual control and checking circuit between power plant station and car dumping room", Railway Communication Signal, 2019, 55 (06): 99-100.

[0020] Based on the second option, Figure 1 In the scenario shown, the relationship between Station A and Station B is changed to an inter-station inspection departure relationship, and the relationship between Station B and Station C is changed to an inter-station inspection departure relationship. When the T123 train departs from Station A, according to the inspection departure relationship, Station B needs to first arrange the route through the SX line, and then arrange the departure route of Station A; similarly, when the 567 train departs from C, according to the inspection departure relationship, Station B needs to first arrange the route through the XS line, and then arrange the departure route of Station C. The departure operation of the two trains requires the advance route arrangement of Station B, the station on the middle line. The underlying interlocking system will ensure the single route arrangement of Station B, thereby realizing the exclusive inspection of the large-area resources between Station A and Station C.

[0021] However, the station-to-station departure relationship is generally used in driving scenarios with short inter-station block sections. It is necessary to pre-arrange the route for receiving trains at the station ahead, and then arrange the route for departure at this station. The pre-occupation of driving resources will lead to a waste of resources. In addition, when the T123 train is connected to the S port at Station B and delivered from other ports, according to this plan, the 567 train cannot be dispatched from Station C when the T123 train has not left Station B, which is inconsistent with the actual situation and reduces driving efficiency. It can be seen that Plan 2 is only applicable to Figure 1 The single-line driving scenario shown in the single-line station cannot be solved Figure 3 , Figure 4 and Figure 5 The large-range conflict problem in driving scenarios. Summary of the invention

[0022] The purpose of the present invention is to provide a centralized dispatching system that supports safe control of resources in large intervals. By optimizing the inspection prompt logic at the planning level and the safe control logic at the execution level, it is ensured that in various scenarios introduced in the background, conflicts can be discovered and plans can be adjusted in the first time. The station cannot execute conflicting routes manually or automatically, thereby ensuring the safety of train operation and improving railway transportation efficiency.

[0023] The objective of the present invention is achieved through the following technical solutions: A dispatching centralized system supporting large-area resource security card control includes: a central dispatching station, a data interface server and an autonomous machine located at a station; each central dispatching station manages multiple stations and communicates with the autonomous machine of the managed station through the data interface server; wherein: The central switching platform is provided with a conflict detection module for real-time monitoring of the planned lines of each train. When a conflict in the planned lines of two trains is detected, the central switching platform sends out an alarm signal and adjusts the plans of the relevant trains. The autonomous machine is used to monitor and command the operation of the train in the station according to the plan issued by the central train dispatching platform, and complete the large-interval resource interaction logic processing, including: when the train departs from the departure station to the non-line station via the intermediate line station, the departure station autonomous machine sends a large-interval resource application message to the next station autonomous machine to apply for the large-interval resource, and records the sending time T1 and starts the Ta second timer, wherein the number of the intermediate line stations is greater than or equal to 0; When the number of intermediate line stations is greater than 0, the autonomous machine of each line station recursively checks whether the access resources of the station conflict with the large-interval resources: if there is no conflict, the corresponding access resources of the station are locked and a large-interval resource application message is sent to the next line station or non-line station. If there is a conflict, a large-interval resource rejection message is returned; the autonomous machine of the non-line station returns a large-interval resource approval message or a large-interval resource rejection message according to whether the access resources of the station conflict with the large-interval resources, and transmits it back to the autonomous machine of the departure station through the line station step by step; When the number of intermediate line stations is equal to 0, the non-line station autonomous machine returns a large-interval resource approval message or a large-interval resource rejection message according to whether the station's access resources conflict with the large-interval resources; The autonomous machine at the departure station decides whether to execute the route scheduling operation according to the message received within the Ta second timer; the large interval resources are the driving resources between the departure station and the non-line station, and the access resources of this station refer to the driving resources within the station to which it belongs that correspond to the large interval resources applied for by the autonomous machine of the departure station.

[0024] It can be seen from the technical solution provided by the present invention that, through conflict detection at the planning level and safety control at the execution level, the conflicting occupation of resources in the same large section by two trains is effectively avoided, thereby ensuring the safe use of single driving resources, eliminating driving conflicts, and improving the safety of railway transportation; and, technical and physical defense replace human defense, and automatic safety control replaces manual safety control, thereby eliminating safety hazards caused by human communication errors. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative work.

[0026] Figure 1 A schematic diagram of scenario 1 provided in an embodiment of the present invention; Figure 2 A schematic diagram of a graphical representation of two trains at a switching platform provided by an embodiment of the present invention; Figure 3 A schematic diagram of scenario 2 provided in an embodiment of the present invention; Figure 4 A schematic diagram of scenario three provided in an embodiment of the present invention; Figure 5 A schematic diagram of scenario 4 provided in an embodiment of the present invention; Figure 6 A schematic diagram of a centralized scheduling system supporting secure card control of resources between large areas provided by an embodiment of the present invention; Figure 7 The station provided in the embodiment of the present invention is the description object, and the timing diagram of the large interval resource application approval; Figure 8 A timing diagram of a large-interval resource application being rejected by the station in an embodiment of the present invention, with the station as the description object; Fig. 9 A timing diagram of a large-interval resource application being rejected by the next station, provided in an embodiment of the present invention, with the station as the description object; Fig.10 The embodiment of the present invention provides a timing diagram from large-interval resource application to route arrangement, taking the departure station as the description object. DETAILED DESCRIPTION

[0027] The following is a clear and complete description of the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the protection scope of the present invention.

[0028] First, the terms that may be used in this article are explained as follows: The terms "include", "comprises", "contains", "has" or other descriptions with similar semantics should be interpreted as non-exclusive inclusion. For example, including certain technical feature elements (such as raw materials, components, ingredients, carriers, dosage forms, materials, dimensions, parts, components, mechanisms, devices, steps, procedures, methods, reaction conditions, processing conditions, parameters, algorithms, signals, data, products or products, etc.) should be interpreted as including not only certain technical feature elements explicitly listed, but also other technical feature elements known in the art that are not explicitly listed.

[0029] The term "consisting of..." means excluding any technical feature elements not explicitly listed. If this term is used in a claim, it will make the claim closed, so that it does not contain technical feature elements other than the technical feature elements explicitly listed, except for the conventional impurities related to them. If this term only appears in a clause of a claim, it only limits the elements explicitly listed in the clause, and the elements recorded in other clauses are not excluded from the overall claim.

[0030] The following is a detailed description of a scheduling centralized system that supports large-area resource security card control provided by the present invention. The contents not described in detail in the embodiments of the present invention belong to the prior art known to professional and technical personnel in this field. If no specific conditions are specified in the embodiments of the present invention, the conventional conditions in the field or the conditions recommended by the manufacturer are followed. The instruments used in the embodiments of the present invention, if the manufacturer is not specified, are all conventional products that can be purchased commercially.

[0031] The embodiment of the present invention provides a centralized scheduling system supporting large-scale resource security control. Figure 6 As shown, it mainly includes: a central line control station, a data interface server and an autonomous machine installed in the station; each central line control station governs multiple stations and communicates with the autonomous machines of the stations under its jurisdiction through the data interface server.

[0032] The central train dispatching station is the planning module in the dispatching system, responsible for the macro control operation of the train operation plan within the adjacent time period and the jurisdiction area. It generates a graphical representation of the operation plan, such as Figure 1 As shown. The central switching station sends the compiled plan to the station autonomous machine, which executes micro-level train operation control according to the plan based on information such as station status and train location. Micro-control is carried out on the basis of macro-control. The train operation trajectory controlled by the autonomous machine (including arrival and departure time, path, operation, etc. in the station) should be as close to the switching station plan as possible, but the actual situation is inevitably biased. Therefore, the central switching station can command the station autonomous machine by compiling, adjusting and issuing plans; the station autonomous machine commands the train according to the central plan and feedbacks the execution results to the central switching station.

[0033] The central switching platform is provided with a conflict detection module for real-time monitoring of the planned lines of each train. When a conflict in the planned lines of two trains is detected, the central switching platform sends out an alarm signal and adjusts the plans of the relevant trains. It is also provided with a communication module, which can be used to issue plans (train plans).

[0034] The autonomous machine is used to monitor and command the operation of trains in the station according to the plan issued by the central switching station, and complete the logical processing of large-interval resource interaction. It includes a communication module and a safety card control module. The communication module is responsible for the large-interval resource interaction function; the safety card control module adds the fusion logic of departure safety card control and large-interval resource interaction on the basis of the function of the communication module, and realizes the departure safety card control function under the exclusive basis of a single large-interval resource.

[0035] The large-interval resource interaction processing logic includes: when a train departs from a departure station via an intermediate line station to a non-line station, the departure station autonomous machine sends a large-interval resource application message to the autonomous machine of the next station to apply for large-interval resources, and records the sending time T1 and starts the Ta second timer, wherein the number of intermediate line stations is greater than or equal to 0; When the number of intermediate line stations is greater than 0, the autonomous machine of each line station recursively checks whether the access resources of the station conflict with the large-interval resources: if there is no conflict, the corresponding access resources of the station are locked and a large-interval resource application message is sent to the next line station or non-line station. If there is a conflict, a large-interval resource rejection message is returned; the first non-line station autonomous machine on the communication link returns a large-interval resource approval message or a large-interval resource rejection message based on whether the access resources of the station conflict with the large-interval resources, and transmits it back to the autonomous machine of the departure station step by step through the line station; When the number of intermediate line stations equals 0, the autonomous machine of the non-line station (i.e. the next station of the departure station) returns a large-interval resource approval message or a large-interval resource rejection message according to whether the access resources of the station conflict with the large-interval resources; The autonomous machine at the departure station decides whether to execute the route scheduling operation according to the message received within the Ta second timer; the large interval resources are the driving resources between the departure station and the non-line station, and the access resources of this station refer to the driving resources within the station to which it belongs that correspond to the large interval resources applied for by the autonomous machine of the departure station.

[0036] Figure 6 In the invention, some other irrelevant subsystems are omitted. In addition, other working contents and related processes of the central line switching station, the data interface server and the station autonomous machine can refer to the prior art, and the invention will not elaborate on them.

[0037] Preferably, the working contents of the conflict detection module in the central switching station include: real-time monitoring of the planned lines of each train, and when a conflict between the planned lines of two trains is detected, issuing an alarm signal, including: (1) real-time monitoring of the planned lines of the trains; (2) when two trains use the same section resources and there is overlap in the section running time of the two trains in the corresponding section, it is determined that there is a section conflict between the two trains, and the section conflict is a form of planned line conflict; (3) issuing a real-time alarm or a delayed alarm.

[0038] Preferably, the adjustment of the plan of the relevant trains includes: according to the level of the two trains, they are respectively called low-level trains and high-level trains, and the adjustment is made in the following manner: the low-level train is placed in a waiting operation at the previous non-track station where there is a track, where the previous non-track station where there is a track is the non-track station that is the nearest neighbor to the section where there is a conflict (for example, the train passes through station a, station b, station c, station d, station e, station f, station g in sequence, and the conflict location is in the section between station f and station g. If station f is a non-track station, then the "previous non-track station where there is a track" is station f; if f is a track station, recursively check stations e to station a; or, when the adjustment of the low-level train involves the occupation of driving resources exceeding a set value, the high-level train is placed in a waiting operation at the departure station; or, when there is a diversion path at a multi-directional station, the planned line operation path is changed.

[0039] Preferably, the autonomous machine of each line station recursively checks whether the access resources of the station conflict with the resources of the large interval step by step, including: determining the access resources and running direction of the station according to the resources of the large interval, if the access resources of the station are not occupied by other trains running in the opposite direction, it indicates that the access resources of the station do not conflict with the resources of the large interval. In particular: two trains in the same direction or in the same direction can apply for the same access resources without conflict.

[0040] Preferably, the non-line station autonomous machine returns a large-interval resource approval message or a large-interval resource rejection message according to whether the access resources of the station conflict with the large-interval resources, including: if the train is in a normal train reception plan at the station and the station does not have a departure route arranged to the train reception port, it means that the access resources of the station do not conflict with the large-interval resources, and a large-interval resource approval message is returned; otherwise, a large-interval resource rejection message is returned.

[0041] Preferably, when the autonomous machine at a non-line station returns a large-interval resource rejection message, each line station autonomous machine unlocks the corresponding resources of the station, and recursively returns the large-interval resource rejection message in the direction toward the departure station until it reaches the autonomous machine at the departure station.

[0042] Preferably, the autonomous machine at the departure station decides whether to perform the route scheduling operation according to the situation of receiving the message within the Ta second timer, including the following situations: (1) If a large-interval resource approval message is received within Ta seconds after time T1, the routing operation is performed.

[0043] (2) If a large-interval resource rejection message is received within Ta seconds after T1, the route scheduling operation will not be performed within Ta seconds after T1, and after Ta seconds after T1, there will be a random delay of 1~Ta seconds before sending a large-interval resource request message to the next station autonomous machine again.

[0044] (3) If no large-interval resource approval message or large-interval resource rejection message is received within Ta seconds after time T1, a large-interval resource application message is sent to the next autonomous machine again.

[0045] (4) The maximum number of times the station autonomous machine can retry an application is N. That is, if a large-area resource rejection message is received or no approval or rejection message is received within Ta seconds, the station autonomous machine can send a maximum of N application messages. If any rejection message is received within N retries, the station will no longer attempt to schedule the route, alarm, and request manual intervention; if N retries are timed out without a receipt, the route scheduling operation will be performed.

[0046] In the embodiment of the present invention, as long as there is a valid receipt (agreement or rejection) in N retries, it means that each station in the link has the ability to check and feedback the results. After N retries, the departure station cannot arrange the route. If N times are all timeouts, it means that the terminal node of the link does not have the response capability (such as not upgraded, does not have the ability to check the large-interval resource interaction, or the equipment is temporarily unavailable), and the departure station can first occupy the large-interval resources of the non-terminal node and arrange the route.

[0047] Preferably, the present invention also designs a large-area resource interaction data protocol for large-area resource interaction logic processing.

[0048] The format of the large-scale resource interaction data protocol includes: (1) CTC frame header, which is the frame header field of the existing CTC protocol; where CTC is a centralized scheduling system.

[0049] (2) Information type, defined as the information type not used by the existing CTC protocol.

[0050] (3) ID: defined as the sending terminal identification value, which consists of the sending terminal station code and the sending terminal (autonomous machine) equipment number.

[0051] (4) Function code, used to identify the message as a large-interval resource application message, a large-interval resource approval message, or a large-interval resource rejection message.

[0052] (5) Departure number, i.e., the train number for which large-area resources are applied.

[0053] (6) Timestamp, i.e. the time of initial sending.

[0054] (7) Apply for large-area information and record the access resources obtained for each station.

[0055] (8) Rejection error code, recording the reason for rejection of large-area resources.

[0056] (9) Reject false information.

[0057] The rejection error code and the rejection error message together indicate the reason for the rejection. The rejection error code is a numerical value, representing a large category of errors, and the rejection error message is text, dynamically generated by the rejecting party, and is a detailed description of the immediate error. For example, when a station that receives a large-section resource application checks that the station has opened a conflicting departure route, it will send an error code with a numerical value of 1122, and the error message is "XX station has opened a conflicting route [G123 5G-S]". For another example, the error code with a numerical value of 1133 has an error message of "The 3# switch on the receiving route is blocked and the train cannot be received". In the above examples, the numerical values ​​1122 / 1133 and "G123", "5G-S", and "3# switch" are only examples.

[0058] In order to more clearly demonstrate the technical solution and technical effects provided by the present invention, the system provided by the embodiment of the present invention is described in detail with reference to a specific embodiment below.

[0059] See also Figure 6 , which presents a simplified structural diagram of the entire system. A single central dispatching station generally governs about 10 to 20 stations, and there are two adjacent boundary stations that interact to achieve train management and safety control functions. The two adjacent boundary stations belong to different dispatching stations and are managed by different central planners and station attendants. To ensure safety, the boundary stations need to interact with station status information, train tracking information, and advance block information, etc., to carry out more stringent train management and safety control; for example, when this station sends, it needs to send block request information to the front station (i.e. the adjacent station). Only after the front station agrees to receive the train can this station arrange the departure route. Figure 6 An example of two sets of center switching platforms is presented, with the left center switching platform governing the rightmost station and the leftmost station of the right switching platform being the boundary station.

[0060] The above system provided by the embodiment of the present invention optimizes and improves the central dispatching platform, mainly the conflict detection module, to realize the conflict inspection and plan adjustment functions; optimizes and improves the station autonomous machine, the communication module realizes the sending, receiving and recording functions of the large-interval resource interaction data flow, and the safety card control module realizes the large-interval resource interaction logic. Finally, a complete set of dispatching centralized system supporting large-interval resource safety card control is formed.

[0061] The following is a detailed introduction to the central control console and autonomous machine core processing process.

[0062] 1. Detect and adjust plan conflicts.

[0063] The central train switching platform uses a ten-point diagram to graphically display station nodes and train plan lines. The train switching platform dispatches and directs the operation of each train and the vehicle coupling operation through stage plans. On the basis of the existing train switching platform plan drawing, interaction and issuance, the conflict detection between plan lines and simple plan adjustment functions are added.

[0064] 1. Plan conflict detection.

[0065] The conflict detection module monitors the plan lines within the station and the interval in real time, and checks for possible conflicts. If a conflict is detected, the system will issue an alarm signal and control the relevant plan to prevent the conflict. The alarm here includes real-time alarm (check the moment when there is a conflict between plan lines, and alarm immediately) and delayed alarm (no alarm when the conflict occurs, but alarm when the plan is actually issued). Specific control operations include only forced issuance and strict prohibition of issuance. The specific selection scheme can be flexibly set according to the parameters based on the needs of each railway bureau.

[0066] The conflict detection algorithm between plan lines is: 1. Define the train interval running time as the time it takes for a train to depart from this station and arrive at the adjacent station.

[0067] 2. Define a single interval resource as a unique combination of the station code and the interval line type between two adjacent stations.

[0068] 3. When two vehicles use the same single interval resource and the interval running time of the two vehicles in the interval overlaps, it is determined that there is an interval conflict between the two vehicles. Interval conflict is a form of schedule line conflict.

[0069] Those skilled in the art can understand that a plan line is a graphical representation of the operation organization of a train within the scope of this dispatching station. A plan line corresponds to the operation path, arrival and departure time, operation mode, etc. of a train at each station. Conflicts between plan lines can be divided according to conflict mode, conflict location, etc. For example, by location, they can be divided into track conflicts within a station and section conflicts.

[0070] Large interval resources correspond to interval driving resources between two non-adjacent stations, while interval resources here refer to interval driving resources between two adjacent stations. Figure 2 The resources between station A and station C, and between the X port of station A and the S port of station C are large interval resources, and the resources between station A and station B are interval resources.

[0071] 2. Plan adjustment.

[0072] After detecting a conflict, the conflict detection module will prompt and give a preliminary adjustment plan. When the dispatcher accepts the automatic adjustment plan given by the system, he can simply click the "OK" button to resolve the conflicting plan line with one click, thus improving the automation of plan adjustment.

[0073] The specific automatic adjustment algorithms include: 1. Low-grade trains wait at the previous ordinary station with a track. When the nearest ordinary station has no available track, you can consider recursively waiting at the previous station, or choose other trains at the previous station to recursively delay departure at the previous station.

[0074] 2. When the adjustment of low-level trains involves excessive use of driving resources (generally affecting too many subsequent trains), high-level trains can be considered to wait and avoid operations at the departure station.

[0075] 3. When there are diversion routes at multi-directional stations, the planned line operation route can be changed. Figure 2 When the "other directions" port of station B can depart to station C, you can consider adjusting the T123 train to run from this port to station C.

[0076] According to the actual situation, select one of the above three methods to automatically adjust the plan.

[0077] 2. Large-area resource interaction plan.

[0078] 1. Large-area resource interaction protocol.

[0079] The present invention designs a large-area resource interaction protocol, and the design principles include: Real-time: Ensure the real-time transmission and processing of data to meet the high timeliness requirements of railway scheduling.

[0080] Reliability: Use reliable data transmission protocols to ensure data accuracy and integrity.

[0081] Compatibility: The protocol design should be compatible with the existing railway dispatching system.

[0082] Security: Ensure the security and confidentiality of data during transmission to prevent data leakage and tampering.

[0083] Based on the above principles, the existing CTC data communication protocol is adopted to design a large-area resource interaction protocol by expanding the information type. The format is shown in Table 1.

[0084] Table 1: Large-area resource interaction protocol Fields Length (bytes) meaning CTC frame header N The frame header field of the existing CTC protocol Information Type 1 Information types not used by existing CTC protocols ID 4 The non-zero unique value uses a 32-bit incremental value based on the Snowflake algorithm. The upper 12 bits are the sending terminal identification value, and the lower 20 bits are the instantaneous timestamp. Function code 1 1: Large-interval resource application 2: Large-interval resource approval 3: Large-interval resource rejection Departure times N Train number for applying for large-area resources Timestamp 7 Initial sending time Apply for large area information N With recursive application, large interval information gradually expands Rejection error code 2 If the application is rejected, the station that actually rejected the application will fill in the reason for the rejection. Reject misinformation N

[0085] The above interactive protocol data is transmitted by the departure station through the inter-station interconnecting channel to the adjacent station and recursively sent to the next station. When there is no direct connection channel between stations, data communication is considered to be achieved through the data interface server.

[0086] 2. Large-section resource interaction logic.

[0087] For example Figure 3 Taking Scenario 2 shown as an example, in this scenario, there are multiple line station stations between two ordinary stations at both ends. Corresponding to the train described above traveling from the departure station through the intermediate line station to a non-line station. Figure 7 In the scenario shown, Station A is the departure station, Station E is the non-line station, and the remaining stations are intermediate line stations. Define the path composed of the access port and the handover port of the passing route of the line station without a parking track as the path resource. Figure 3 In, the path composed of the S port and the X port of Station B is the <S, X> path of Station B. This path does not distinguish between up and down directions. Trains entering from the S port and leaving from the X port or entering from the X port and leaving from the S port need to apply for the <S, X> path resource. Station B has a total of 3 path resources: <S, X>, <S, other directions>, and <X, other directions>. Stations C and D also have 3 path resources. When Stations A and E have no passing routes for line stations, there are no path resources. Figure 4 In Scenario 4 shown, Station B has a single path resource <S, XC>.

[0088] Before the train departs, it needs to send a large-section resource application message to the next station and recursively apply for large-section resources from the forward stations. The relevant operations are completed by the service logic processing of the safety control module of the station self-regulating machine, and the data communication interaction logic is completed by the communication module. The large-section resource interaction logic processing process has been introduced in detail above. Next, combined with Figure 3 the scenario for further introduction. In the following introduction, the self-regulating machine is omitted and described as the station sending relevant messages.

[0089] (1) Train T123 departs from Station A. When the existing driving route scheduling triggering opportunity is met, Station A sends a "Large Section Resource Application Message" (corresponding to function code 1 in Table 1) to the preceding station (i.e., Station B), and records the sending time as T1. If Station A receives a "Large Section Resource Approval Message" receipt message (corresponding to function code 2 in Table 1) within Ta seconds after sending at time T1, it can try to schedule the route; if Station A receives a "Large Section Resource Rejection Message" within Ta seconds, it is not allowed to schedule the route within Ta seconds (i.e., before time T1+Ta), and after the timeout of Ta seconds, it randomly delays for a period of time between 1 second and Ta seconds and sends the "Large Section Resource Application Message" again; if Station A times out within Ta seconds without a valid receipt (no approval or rejection received), it will try to retry N times (for example, N=3). If Station A does not receive a valid receipt for N consecutive times (no approval or rejection messages received in N interactions, i.e., N interactions are the result of timeout), Station A is allowed to schedule the departure route. If Station A does not receive a consent receipt in N interactions, and has received a rejection receipt in N interactions, the autonomous machine at Station A will sound an alarm, and the autonomous machine will no longer automatically process the train routing business, requesting manual intervention.

[0090] (2) After receiving the "Large Section Resource Request Message" from Train T123 sent by Station A, Station B checks whether Train T123 passes through the SX route (corresponding to Station B) at this station (Station B).<S,X> According to the plan information, station B checks the current station.<S,X> The passage resources are not occupied by other trains running to the left.<S,X> The passage is occupied by "T123, direction right", that is, the resources of this large section are locked by train T123, and the application is recursively sent to the next station; if station B checks this station<S,X> If the passage is occupied by other trains running to the left, a "large section resource rejection" message is sent directly to Station A. Station B reserves<S,X> The validity period of the passage occupied by "T123, direction right" is Ta*N seconds. When the T123 train enters station B, or receives the "large interval resource rejection message" returned by the next station, or the resource is kept for Ta*N seconds, the station B autonomous machine deletes the passage resource locking record.

[0091] (3) After receiving the "Large Section Resource Request Message" from Train T123 sent by Station B, Station C also checks the SX route (corresponding to Station C) that Train T123 passes through at this station (Station C).<S,X> According to the plan information, station C checks the current station.<S,X> The passage resources are not occupied by other trains running to the left.<S,X> The channel is occupied by "T123, direction right", and the request is recursively sent to the next station; if station C checks<S,X> If the passage is occupied by other trains running to the left, a "large section resource rejection message" is sent directly to Station B. Similarly, Station C<S,X> The passage is occupied by "T123, direction right" for Ta*N seconds.

[0092] (4) The middle station is a line station, and the above operation is performed recursively until the last line station D, which also performs the same operation as stations B and C.

[0093] (5) After receiving the "Large Section Resource Request Message" of Train T123 from Station D, Station E checks whether Train T123 is a normal train reception plan (not a line passing plan) at this station (Station E) and whether there is an actual route for departure from Port S at this station. Then, Station E directly sends a "Large Section Resource Approval Message" to Station D; otherwise, it sends a "Large Section Resource Rejection Message".

[0094] (6) Station D receives the "Large Interval Resource Approval Message" from Station E and sends the "Large Interval Resource Approval Message" to the subsequent station (i.e., Station C), while retaining the record that the path of this station is occupied by T123. If Station D receives the "Large Interval Resource Rejection Message" from Station E, it deletes the message.<S,X> The channel is occupied by "T123, direction to the right" and recursively sends a "large interval resource rejection message" to the rear station; if station D does not receive any response from station E after a timeout of Ta*N seconds, it deletes the message.<S,X> The channel is occupied by "T123, direction to the right" (that is, the corresponding resources are unlocked), and no message is sent to the rear station.

[0095] (7) The relevant receipt (i.e., "large-interval resource approval message" or "large-interval resource rejection message") is recursively transmitted to the rear until it reaches the last station on the line, Station B.

[0096] (8) Station B receives the "Large Interval Resource Approval Message" from Station C and sends a "Large Interval Resource Approval Message" to Station A, while retaining the record that the path is occupied by T123; if it receives the "Large Interval Resource Rejection Message" from Station C, it deletes<S,X> The channel is recorded as being occupied by "T123, direction to the right", and a "large interval resource rejection message" is sent to station A. Similarly, when there is no response after timeout, the record is deleted and no message is sent.

[0097] (9) Station A receives the "Large-area resource consent message" and immediately executes the route scheduling operation within T1+Ta seconds. If the operation of opening the departure signal is not completed within T1+Ta seconds due to interlocking timeout or other reasons and the route scheduling command needs to be sent again, the route can be scheduled again directly; if the operation of opening the departure signal is not completed after more than T1+Ta seconds, it is necessary to execute the large-area resource application interaction again.

[0098] In the above process, the access resources of each station are recorded in the item of applying for large interval information. Specifically, station A sends a message to apply for large interval resources, and the "apply for large interval information" in the initial message is empty. When station B passes the inspection and transmits the large interval resource application message to station C, the "apply for large interval information" in the message becomes "station B<S,X> ", indicating that the application has obtained the B station<S,X> When station C passes the inspection and transmits the large-interval resource application message to station D, the "large-interval application information" in the message becomes "station B<S,X> , Station C<S,X> ", indicating that the application has obtained the B station<S,X> Channel resources and C station<S,X> Channel resources, and so on. Figure 3 When Station E receives the application, it checks and passes, and sends a message of approval for large-area resources. The "application for large-area information" in the message changes to "Station B<S,X> , Station C<S,X> , Station D<S,X> ", when the large interval resource consent message is sent to station A, station A can know the resource acquisition status of T123, that is, the farthest location that can be reached.

[0099] In the above scheme provided by the embodiment of the present invention, a departure application timeout mechanism is introduced, that is, the introduction of the Ta timeout parameter, which ensures the time limit of the interaction, and takes the initial sending time of the departure station (station A) as the starting point of the timeout record, which is not affected by factors such as time asynchrony between stations, and can effectively solve: 1) When the station autonomous machine in the application environment is not fully upgraded, and the intermediate link station does not support the large-interval resource interaction function (such as the adjacent station has not opened the large-interval resource interaction function, or the TDCS station, or the external unit station, etc.), when there are no valid receipts for 3 consecutive times, the departure station can still arrange the route normally to ensure the effectiveness of the departure station's driving business during the construction process; 2) The intermediate link station exits abnormally, the network communication is abnormal, and the interactive message is lost, etc., and the departure station still has a plan to retry when the application times out; 3) When the departure station resends, it chooses to randomly delay for a period of time within 1 second to Ta seconds, which can effectively solve the extreme special scenario where the AE station sends the application at the same time, and the stations on both sides can eventually stagger the interaction time to avoid deadlock problems. In field applications, Ta is generally taken as 20 seconds.

[0100] In addition, the interval resource locking timeout mechanism, that is, the access resource record timeout of the intermediate line station is Ta*N, which ensures that the access resources can be effectively released when the interactive message is lost due to intermediate network jitter, etc., and ensures the integrity of the interactive logic of the departure station.

[0101] The above solution provided by the present invention can be adapted to the above Figure 1 , Figure 3 , Figure 4 , Figure 5 It can also adapt to the application environment where the large-area resource interaction function has not been fully upgraded, as well as the ordinary driving scenarios without railway stations between AE stations.

[0102] In order to intuitively reflect the process of the above large-area resource interaction logic processing, the following is introduced in the form of a timing diagram.

[0103] Figure 7 Taking "this station" as the description object, the process of "this station" receiving large-interval resource application messages, conflict checking, resource locking, recursive application to the next station, replying to the previous station for approval, and resource unlocking after the train enters this station is described in the form of a timing diagram. Figure 8 The timing diagram describes that after "this station" receives a large-interval resource request message, it checks whether there is a conflict in this station and immediately replies with a large-interval resource rejection message to the previous station. Fig. 9 Taking "this site" as the description object, from the approval of this site to the rejection of the next site, the resource locking and unlocking process of this site is described. Fig.10 Taking the "departure station" as the description object, it is introduced that the time interval from sending the large-section resource application message to actually sending the routing command to the external interlocking system (executing the routing operation) must be less than Ta seconds. Only examples of two line stations are provided here.

[0104] The above solution provided by the embodiment of the present invention mainly achieves the following beneficial effects: (1) Improving driving safety: Through conflict detection at the planning level and safety control at the execution level, the conflict between two trains occupying the same large section of resources is effectively avoided, ensuring the safe use of single driving resources, eliminating driving conflicts, and improving the safety of railway transportation.

[0105] (2) Improving transportation efficiency: Optimizing resource allocation and scheduling logic to ensure efficient operation of trains and reduce resource waste and schedule delays caused by resource conflicts.

[0106] (3) Enhanced system reliability: Real-time communication and monitoring functions improve system reliability and ensure the accurate communication and execution of dispatch instructions.

[0107] (4) Reduce manual labor intensity: Replace human defense with technical and physical defense, and replace manual safety card control with automatic safety card control, eliminating safety hazards caused by human communication errors.

[0108] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above embodiments can be implemented by software, or by means of software plus necessary general hardware platforms. Based on such understanding, the technical solutions of the above embodiments can be embodied in the form of software products, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a USB flash drive, a mobile hard disk, etc.), including several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0109] Technical personnel in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the system can be divided into different functional modules to complete all or part of the functions described above.

[0110] The above is only a preferred specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by any technician familiar with the technical field within the technical scope disclosed in the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims. The information disclosed in the background technology section of this article is only intended to deepen the understanding of the overall background technology of the present invention, and should not be regarded as an admission or in any form that the information constitutes prior art known to those skilled in the art.

Claims

1. A centralized scheduling system supporting large-area resource security control, characterized in that: include: Central station, data interface server and autonomous machine located at the station; each central station governs multiple stations and communicates with the autonomous machine of the station through the data interface server; among which: The central switching platform is provided with a conflict detection module for real-time monitoring of the planned lines of each train. When a conflict in the planned lines of two trains is detected, the central switching platform sends out an alarm signal and adjusts the plans of the relevant trains. The autonomous machine is used to monitor and command the operation of the train in the station according to the plan issued by the central train dispatching platform, and complete the large-interval resource interaction logic processing, including: when the train departs from the departure station to the non-line station via the intermediate line station, the departure station autonomous machine sends a large-interval resource application message to the next station autonomous machine to apply for the large-interval resource, and records the sending time T1 and starts the Ta second timer, wherein the number of the intermediate line stations is greater than or equal to 0; When the number of intermediate line stations is greater than 0, the autonomous machine of each line station recursively checks whether the access resources of the station conflict with the large-interval resources: if there is no conflict, the corresponding access resources of the station are locked and a large-interval resource application message is sent to the next line station or non-line station. If there is a conflict, a large-interval resource rejection message is returned; the autonomous machine of the non-line station returns a large-interval resource approval message or a large-interval resource rejection message according to whether the access resources of the station conflict with the large-interval resources, and transmits it back to the autonomous machine of the departure station through the line station step by step; When the number of intermediate line stations is equal to 0, the non-line station autonomous machine returns a large-interval resource approval message or a large-interval resource rejection message according to whether the station's access resources conflict with the large-interval resources; The autonomous machine at the departure station decides whether to execute the route scheduling operation according to the message received within the Ta second timer; the large interval resources are the driving resources between the departure station and the non-line station, and the access resources of this station refer to the driving resources within the station to which it belongs that correspond to the large interval resources applied for by the autonomous machine of the departure station.

2. A centralized scheduling system supporting large-area resource security control according to claim 1, characterized in that: The real-time monitoring of the planned lines of each train, when a conflict between the planned lines of two trains is detected, the central train switching station sends an alarm signal including: Real-time monitoring of trains’ planned routes; When two trains use the same section resources and their running time in the corresponding section overlaps, it is considered that there is a section conflict between the two trains, which is a form of plan line conflict. The central line switching station issues a real-time alarm or a delayed alarm.

3. A centralized scheduling system supporting large-area resource security control according to claim 1, characterized in that: The adjustments to the plans for the relevant trains include: According to the level of the two trains, they are called low-level trains and high-level trains respectively, and are adjusted in the following way: The low-level train is put into avoidance operation at the common station with a track on the previous station. The common station with a track on the previous station is the non-line station that is the nearest neighbor to the conflicting section. Alternatively, when the adjustment of low-level trains involves the occupation of driving resources exceeding the set value, high-level trains are put on hold at the departure station; Alternatively, when there are diversion routes at multi-directional stations, change the planned line operation route.

4. A centralized scheduling system supporting large-area resource security control according to claim 1, characterized in that: The autonomous machine of each line station recursively checks whether the access resources of the station conflict with the resources of the large interval, including: Based on the resources of the large section, determine the access resources and running direction of this station. If the access resources of this station are not occupied by other trains running in the opposite direction, it means that there is no conflict between the access resources of this station and the resources of the large section.

5. The centralized scheduling system supporting large-area resource security control according to claim 1, characterized in that: The non-line station autonomous machine returns a large-interval resource approval message or a large-interval resource rejection message according to whether the station access resources conflict with the large-interval resources: If the train is scheduled for ordinary pick-up at this station and there is no departure route arranged to the pick-up port at this station, it means that there is no conflict between the passage resources of this station and the large-interval resources, and a large-interval resource approval message is returned; otherwise, a large-interval resource rejection message is returned.

6. A centralized scheduling system supporting large-area resource security control according to claim 1, characterized in that: Also includes: When the autonomous machine at a non-line station returns a large-interval resource rejection message, each line station autonomous machine unlocks the corresponding station access resources, and at the same time recursively returns the large-interval resource rejection message in the direction of the departure station until it reaches the autonomous machine at the departure station.

7. A centralized scheduling system supporting large-area resource security control according to claim 1, characterized in that: The autonomous machine at the departure station decides whether to perform the route arrangement operation according to the situation of receiving the message within the Ta second timer, including: If a large interval resource approval message is received within Ta seconds after time T1, the routing operation is performed.

8. The centralized scheduling system supporting large-area resource security control according to claim 1, characterized in that: The autonomous machine at the departure station decides whether to perform the route arrangement operation according to the situation of receiving the message within the Ta second timer, including: If a large-interval resource rejection message is received within Ta seconds after T1, the route scheduling operation will not be performed within Ta seconds after T1, and after Ta seconds after T1, there will be a random delay of 1~Ta seconds before a large-interval resource application message is sent to the next station autonomous machine again.

9. A centralized scheduling system supporting large-area resource security control according to claim 1, characterized in that: The autonomous machine at the departure station decides whether to perform the route arrangement operation according to the situation of receiving the message within the Ta second timer, including: If no large-interval resource approval message or large-interval resource rejection message is received within Ta seconds after time T1, a large-interval resource application message is sent to the next station autonomous machine again.

10. A centralized scheduling system supporting large-area resource security control according to any one of claims 1 to 9, characterized in that: It also includes: designing a large-area resource interaction data protocol for large-area resource interaction logic processing; The format of the large-scale resource interaction data protocol includes: CTC frame header, which is a frame header field of the existing CTC protocol; wherein CTC is a centralized scheduling system; Information type, defined as the information type not used by the existing CTC protocol; ID, defined as the sending terminal identification value, consists of the sending terminal station code and the autonomous machine number; A function code, used to identify the message as a large-interval resource application message, a large-interval resource approval message, or a large-interval resource rejection message; Departure number, that is, the train number for applying for large-area resources; Timestamp, i.e. the initial sending time; Apply for large-area information and record the acquired access resources of each station; Reject error code; Rejection error message; wherein, the rejection error code and the rejection error message, the two together represent the reason record for rejection, the rejection error code is a numerical value, and the rejection error message is text information.

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