Method, device and medium for route association train calculation based on resource management unit

Abstract

The application relates to a route association train calculation method based on a resource management unit, equipment and a medium, and the method specifically comprises the following steps: step S1, a route creation command is issued by a train automatic monitoring system (ATS); step S2, a route is created according to a resource state by the RMU; step S3, the first vehicle upstream of the route is searched by the RMU, and if the first vehicle is a communication train, the train is associated to the route; step S4, whether the train has entered the route is judged according to the position of the train associated to the route, if the train has not entered the route, the train is maintained to continue to be associated to the route, and if the train has entered the route, the train associated to the route is released; and step S5, after the train associated to the route is released, the route is unlocked. Compared with the prior art, the application has the advantages that the route can be quickly unlocked according to the position information of the associated train, the departure interval can be shortened, the operation efficiency is greatly improved, and the like.

Description

Technical Field

[0001] This invention relates to train signal control systems, and more particularly to a method, device, and medium for calculating route-associated trains based on a resource management unit. Background Technology

[0002] Communication-Based Train Control (CBTC) has been widely applied in the field of rail transit signal control. In CBTC mode, routes are the foundation and prerequisite for safe and efficient train operation, while train operation is the specific execution process to achieve the route's purpose. Under the unified command of CBTC, the two form a highly coordinated organic whole. Therefore, before a train can operate, the Automatic Train Supervision (ATS) needs to issue a route creation command. Only after the route is successfully processed and assigned to a train can the train automatically enter the route and operate autonomously. After a route is successfully established, it is necessary to calculate the trains associated with the route, i.e., the trains assigned to the route. Based on the calculated information of the assigned trains, the route is unlocked in a timely manner to facilitate the timely creation of the route. By calculating the associated trains for a route, the utilization efficiency and operational efficiency of the CBTC system can be greatly improved.

[0003] A search of Chinese Patent Publication No. CN119749634A reveals a method, device, and medium for train continuation protection management based on line resources. Specifically, the method includes: Step S1, the Resource Management Unit (RMU) calculates the trains dynamically associated with continuation protection; Step S2, the RMU requests available continuation protection resources for the associated trains; Step S3, the RMU releases and allocates the requested continuation protection resources. While this existing patent achieves precise management of the continuation protection area, improves system efficiency, and helps increase the system's train tracking density, it does not address the calculation of route-associated trains. Therefore, how to calculate route-associated trains and quickly unlock routes based on the location information of associated trains becomes a technical problem that needs to be solved. Summary of the Invention

[0004] The purpose of this invention is to overcome the defects of the prior art by providing a method, device and medium for calculating route-associated trains based on a resource management unit.

[0005] The objective of this invention can be achieved through the following technical solutions: According to a first aspect of the present invention, a method for calculating route-associated trains based on a resource management unit (RMU) is provided. This method is implemented based on an RMU, and specifically includes: Step S1: The Automatic Train Monitoring System (ATS) issues a route creation command; Step S2, RMU creates a route based on the resource status; Step S3: The RMU searches for the first train upstream of the route. If the first train is a communication train, then this train is associated with the route. Step S4: Determine whether the train has entered the route based on the position of the train associated with the route. If the train has not entered the route, maintain the train's association with the route. If the train has entered the route, decouple the train from the route association. Step S5: After the trains associated with the route are decoupled, the route begins to unlock.

[0006] As a preferred technical solution, in step S1, the ATS issues a route creation command to the RMU according to the daily work plan or temporary scheduling.

[0007] As a preferred technical solution, in step S2, after the RMU receives the route creation request command from the ATS, the RMU checks whether the status of all resources included in the current route meets the route creation conditions. If all conditions are met, the route is created and locked.

[0008] As a preferred technical solution, whether the resource states included in the current route meet the route creation conditions specifically includes: 201) Whether the section resources are locked in the specified direction of the route; 202) Whether the turnout resources are located at the specified position on the route path; 203) Are side impact protection resources available?

[0009] As a preferred technical solution, in step S3, if there is a communication vehicle upstream of the route within the RMU range, the calculation process for the first vehicle upstream of the route is as follows: Based on the direction of the route, starting from the end of the line to the beginning of the route, traverse all trains within the range; If there is a next train in the direction of the route, the next train to be traversed will be the next train, until there are no other trains between the current train and the starting point of the route, and the first condition is met, then the current train will be regarded as the associated train of the route.

[0010] As a preferred technical solution, the first condition includes that the current train's direction is consistent with the route direction, the current train is a communication train, and the locomotive of the current train is not coupled to any other train.

[0011] As a preferred technical solution, in step S3, if there is no communication vehicle upstream of the route within the RMU range, the calculation process for the first vehicle upstream of the route is as follows: The entire train line is divided into multiple RMUs for management, and each RMU forms a boundary area with its neighboring RMU. Within this RMU, if the upstream of a route is the RMU boundary, then according to the direction of the route, a reverse search is performed from the route starting point to the boundary point of this RMU. If there are no trains within this RMU, but there are trains within the adjacent RMU, then this RMU calculates the train information associated with the route based on the FirstUpstreamTrainReport message sent to this RMU by the adjacent RMU. If the first car in the FirstUpstreamTrainReport message received by this RMU meets the set second condition, then the first car in the FirstUpstreamTrainReport message is the associated train of the route. The FirstUpstreamTrainReport message contains information about the first upstream vehicle closest to the boundary of the adjacent RMU, with the direction from the adjacent RMU to this RMU as the direction.

[0012] As a preferred technical solution, the second condition includes: The direction of the first vehicle in the message must be consistent with the direction of the route; The locomotive of the first car in the message was not coupled to any other trains; The first vehicle in the message is a communications train; Furthermore, the front of the first vehicle in the message is closer to the RMU boundary.

[0013] As a preferred technical solution, in step S4, the situations in which the train continues to be associated with the route include: 4011) The physical position of the train head associated with the route has not yet entered the route starting point. The current train is still a communication train, and the ATS has not sent a route cancellation command to the RMU. At this time, the RMU maintains the route associated with this train every cycle. 4012) The physical position of the train head associated with the route has entered the route starting point. The current train is still a communication train, but the physical position of the train head has not yet reached the route section occupation point, and the ATS has not sent a route cancellation command to the RMU. At this time, the RMU maintains the route associated with this train every cycle. 4013) The train head physical position associated with the route has entered the route starting point, but the train head physical position has not yet reached the route section occupation point. At this time, the train is downgraded to a non-communication train, but the RMU still remembers the train ID information, and the ATS does not send a route cancellation command to the RMU. At this time, the RMU still maintains the route associated with this train every cycle.

[0014] As a preferred technical solution, the section occupancy point ROT is a point obtained by extending a set distance from the starting point of the route according to the route direction; When the train's locomotive reaches the ROT point, even if the train rolls backward, it ensures that the first section of resources within the route range has been occupied, and that the current train has entered the current route.

[0015] As a preferred technical solution, in step S4, the train situations in which the route association is terminated include: 4021) The ATS sends a route cancellation command to the RMU, at which point the RMU removes the route from the train in the current cycle; 4022) The physical position of the train head associated with the route has reached the route section occupation point (ROT). At this time, the RMU will remove the route association of this train in the current cycle. 4023) The train head physical position associated with the route has entered the route starting point, but the train head physical position has not yet reached the route section occupation point (ROT). At this time, the train is downgraded to a non-communication train, but the RMU still remembers the train ID information until the first section upstream of the route is cleared. At this time, the RMU removes the route association of this train in the current cycle.

[0016] According to a second aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

[0017] According to a third aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.

[0018] Compared with the prior art, the present invention has the following advantages: 1) This invention can quickly unlock routes based on the location information of associated trains by calculating the route association, so as to facilitate the re-running of this route, which can shorten the departure interval and greatly improve the operating efficiency. 2) By calculating the train-related routes, this invention can satisfy the scenario of trains crossing RMU boundaries, and can realize that the routes of trains within the same RMU can also be associated with trains within the adjacent RMUs. 3) By calculating the associated trains of the route, this invention can meet the usage scenario of maintaining the association when the associated train is downgraded. It can also realize that when the associated trains of the route are downgraded, the route can still be quickly unlocked by the section occupancy information of the upstream section of the route. Attached Figure Description

[0019] Figure 1 This is a flowchart illustrating the specific process of the method of the present invention; Figure 2 This is a schematic diagram of the train association calculation within the RMU of the present invention; Figure 3 This is a schematic diagram of the train association calculation for adjacent RMU routes according to the present invention. Detailed Implementation

[0020] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0021] This invention proposes a method for calculating route-associated trains based on a system architecture of a Resource Management Unit (RMU) with Computer Based Interlocking (CI) and Zone Controller (ZC), which can meet the calculation requirements of route-associated trains under various conditions in CBTC mode.

[0022] like Figure 1 As shown, this invention proposes a route association train calculation method based on the Resource Management Unit (RMU) system architecture, specifically including the following steps; Step S101: ATS issues a route creation command; Step S102: The RMU creates a route based on the resource status; Step S103: RMU searches for the first train upstream of the route. If the first train is a communication train, then associate this train with the route. Step S104: Determine whether the train has entered the route based on the position of the train associated with the route. If the train has not entered the route, maintain the train's association with the route. If the train has entered the route, decouple the train from the route association. Step S105: After the trains associated with the route are decoupled, the route begins to unlock; In step S101, the ATS issues a route creation command. In the RMU system architecture, route creation originates from the ATS. The ATS can issue route creation commands to the RMU based on daily work plans or temporary scheduling.

[0023] In step S102, the RMU creates a route based on resource status. After the RMU receives the route creation request command from the ATS, with the route name S1-S2, the RMU checks whether the resource status of all resources included in the current route S1-S2 meets the route creation conditions. For example... Figure 2 As shown, whether BlockRs2, BlockRs3, BlockRs4, and BlockRs5 are locked in the specified direction of the path; PointRs is in the positioning state; whether there is a rival path to path S1-S2 that has already been created. Therefore, RMU will create path S1-S2 and lock the path.

[0024] In step 103, routes S1-S2 have been successfully created. The RMU searches for the first vehicle upstream of the route, and calculates the first vehicle upstream of the route in two scenarios.

[0025] Scenario 1: A communication train exists upstream of the route within this RMU's coverage area. For example... Figure 2 As shown, based on the direction of route S1-S2, a reverse search is performed on all trains within the range from the starting point of route S1-S2 to the end point of the line within this RMU. Train 1 and Train 2 exist. Taking the direction from the end point of the line to the starting point of route S1-S2, trains 1 and 2 within the range are traversed. First, train 1 is calculated. If there is a next train (train 2) in the direction of the route, then the next train to be calculated is train 2. This process continues until no other train is found between train 2 and the starting point of route S1-S2, while also satisfying the following condition: 1. Train 2 is currently moving in the same direction as its route. 2. Train 2 is currently a communication train; 3. Currently, the locomotive of train 2 is not coupled to any other train. Then the current train 2 is the associated train of route S1-S2.

[0026] Scenario 2: There are no communicating trains upstream of the route within this RMU's coverage area. The entire line where the train operates can be divided into multiple RMUs for management, with each RMU forming a boundary area with its adjacent RMUs. For example... Figure 3As shown, within this RMU, the upstream of route S1-S2 is the RMU boundary. Based on the direction of route S1-S2, a reverse search is performed from the starting point of route S1-S2 to the boundary point of this RMU. There are no trains within this range, but train 1 exists within the adjacent RMU. At this time, this RMU needs to calculate the train information associated with route S1-S2 based on the FirstUpstreamTrainReport message sent to it by the adjacent RMU. The FirstUpstreamTrainReport message is the information of the first upstream train closest to the boundary of the adjacent RMU, with the direction from the adjacent RMU to the RMU. The first train in the FirstUpstreamTrainReport message received by this RMU meets the following conditions: 1. The direction of the first car in the message, train 1, must be consistent with the direction of route S1-S2; 2. The first car in the message, train 1, has no locomotive coupled to other trains; 3. The first train in the message, Train 1, is a communications train; 4. In the first car in the message, the front of train 1 is on the side closest to the RMU boundary; The first train in the FirstUpstreamTrainReport message, train 1, is the associated train of route S1-S2.

[0027] In step 104, the system determines whether a train has entered the route based on the position of the train associated with the route. If the train has not entered the route, the route association for this train is maintained. If the train has entered the route, the route association is terminated. The RMU needs to maintain the associated trains for a route in the following scenarios: Scenario 1: such as Figure 2 As shown, the physical position of the train head of train 2 associated with route S1-S2 has not yet entered the route starting point, and train 2 is a communication train. Furthermore, ATS has not sent a cancellation command for route S1-S2 to RMU. At this time, RMU needs to maintain the associated train 2 of route S1-S2 every cycle. Scenario 2: such as Figure 2 As shown, as train 2 moves forward, the physical position of the train head associated with route S1-S2 has entered the starting point of route S1-S2, and train 2 is currently a communication train. However, the physical position of the train head has not yet reached the ROT point, and ATS has not sent a cancellation command for route S1-S2 to RMU. At this time, RMU needs to maintain the association of route S1-S2 with this train 2 every cycle. Scenario 3: such as Figure 2As shown, as train 2 moves forward, the physical position of the train head associated with route S1-S2 has entered the starting point of route S1-S2, but the physical position of the train head has not yet reached the route ROT point. At this time, train 2 is downgraded to a non-communication train (but RMU still remembers the train ID information), and ATS does not send a cancellation command for route S1-S2 to RMU. At this time, RMU still needs to maintain the association of route S1-S2 with this train 2 every cycle. Trains that require route association to be removed from the RMU in the following scenarios: Scenario 1: such as Figure 2 As shown, the ATS sends a cancellation command for route S1-S2 to the RMU. At this time, the RMU needs to unassociate route S1-S2 with this train 2 in the current cycle. Scenario 2: such as Figure 2 As shown, as train 2 moves forward, the physical position of the train head associated with route S1-S2 has reached the ROT point. At this time, RMU needs to unlink this train 2 from route S1-S2 in the current cycle. Scenario 3: such as Figure 2 As shown, as train 2 moves forward, the physical position of the train head associated with route S1-S2 has entered the starting point of route S1-S2, but the physical position of the train head has not yet reached the route ROT point. At this time, the train is downgraded to a non-communication train (but the RMU still remembers the train ID information). Then, train 2 continues to move forward until it waits for the first segment resource (BlockRs1) upstream of route S1-S2 to be cleared. At this time, the RMU needs to unassociate train 2 with route S1-S2 in the current cycle. In step 105, after the trains associated with route S1-S2 are decoupled, route S1-S2 begins to unlock. After the RMU decouples the trains associated with route S1-S2, the RMU will unlock route S1-S2 to facilitate the re-running of this route S1-S2.

[0028] The above is an introduction to the method embodiments. The following embodiments using electronic devices and storage media will further illustrate the solution of the present invention.

[0029] This invention also provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0030] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0031] The processing unit executes the various methods and processes described above, such as methods S101 to S105. For example, in some embodiments, methods S101 to S105 may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of methods S101 to S105 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute methods S101 to S105 by any other suitable means (e.g., by means of firmware).

[0032] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0033] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0034] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0035] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for calculating route-associated trains based on a resource management unit (RMU), characterized in that: The method specifically includes: Step S1: The Automatic Train Monitoring System (ATS) issues a route creation command; Step S2, RMU creates a route based on the resource status; Step S3: The RMU searches for the first train upstream of the route. If the first train is a communication train, then this train is associated with the route. Step S4: Determine whether the train has entered the route based on the position of the train associated with the route. If the train has not entered the route, maintain the train's association with the route. If the train has entered the route, decouple the train from the route association. Step S5: After the trains associated with the route are decoupled, the route begins to unlock. In step S3, if there is no communication vehicle upstream of the route within the RMU range, the calculation process for the first vehicle upstream of the route is as follows: The entire train line is divided into multiple RMUs for management, and each RMU forms a boundary area with its neighboring RMU. Within this RMU, if the upstream of a route is the RMU boundary, then according to the direction of the route, a reverse search is performed from the route starting point to the boundary point of this RMU. If there are no trains within this RMU, but there are trains within the adjacent RMU, then this RMU calculates the train information associated with the route based on the FirstUpstreamTrainReport message sent to this RMU by the adjacent RMU. If the first car in the FirstUpstreamTrainReport message received by this RMU meets the set second condition, then the first car in the FirstUpstreamTrainReport message is the associated train of the route. The FirstUpstreamTrainReport message contains information about the first upstream vehicle closest to the boundary of the adjacent RMU, with the direction from the adjacent RMU to this RMU as the direction. In step S4, the situations in which the train continues to be associated with the route include: 4011) The physical position of the train head associated with the route has not yet entered the route starting point. The current train is still a communication train, and the ATS has not sent a route cancellation command to the RMU. At this time, the RMU maintains the route associated with this train every cycle. 4012) The physical position of the train head associated with the route has entered the route starting point. The current train is still a communication train, but the physical position of the train head has not yet reached the route section occupation point, and the ATS has not sent a route cancellation command to the RMU. At this time, the RMU maintains the route associated with this train every cycle. 4013) The train head physical position associated with the route has entered the route starting point, but the train head physical position has not yet reached the route section occupation point. At this time, the train is downgraded to a non-communication train, but the RMU still remembers the train ID information, and the ATS does not send a route cancellation command to the RMU. At this time, the RMU still maintains the route associated with this train every cycle.

2. The method for calculating route-associated trains based on a resource management unit according to claim 1, characterized in that, In step S1, the ATS issues a route creation command to the RMU based on the daily work plan or temporary scheduling.

3. The method for calculating route-associated trains based on a resource management unit according to claim 1, characterized in that, In step S2, after the RMU receives the route creation request command from the ATS, the RMU checks whether the status of all resources included in the current route meets the route creation conditions. If all conditions are met, the route is created and locked.

4. The method for calculating route-associated trains based on a resource management unit according to claim 3, characterized in that, Whether the resource states included in the current route meet the route creation conditions specifically includes: 201) Whether the section resources are locked in the specified direction of the route; 202) Whether the turnout resources are located at the specified position on the route path; 203) Are side impact protection resources available? 5. The method for calculating route-associated trains based on a resource management unit according to claim 1, characterized in that, In step S3, if there is a communication vehicle upstream of the route within the RMU range, the calculation process for the first vehicle upstream of the route is as follows: Based on the direction of the route, starting from the end of the line to the beginning of the route, traverse all trains within the range; If there is a next train in the direction of the route, the next train to be traversed will be the next train, until there are no other trains between the current train and the starting point of the route, and the first condition is met, then the current train will be regarded as the associated train of the route.

6. The method for calculating route-associated trains based on a resource management unit according to claim 5, characterized in that, The first condition set includes that the current train's direction is consistent with the route direction, the current train is a communication train, and the locomotive of the current train is not coupled to any other train.

7. The method for calculating route-associated trains based on a resource management unit according to claim 1, characterized in that, The second condition set includes: The direction of the first vehicle in the message must be consistent with the direction of the route; The locomotive of the first car in the message was not coupled to any other trains; The first vehicle in the message is a communications train; Furthermore, the front of the first vehicle in the message is closer to the RMU boundary.

8. The method for calculating route-associated trains based on a resource management unit according to claim 1, characterized in that, The section occupancy point ROT is a point obtained by extending a set distance from the starting point of the route along the route direction. When the train's locomotive reaches the ROT point, even if the train rolls backward, it ensures that the first section of resources within the route range has been occupied, and that the current train has entered the current route.

9. The method for calculating route-associated trains based on a resource management unit according to claim 1, characterized in that, In step S4, the train situations in which the route association is removed include: 4021) The ATS sends a route cancellation command to the RMU, at which point the RMU removes the route from the train in the current cycle; 4022) The physical position of the train head associated with the route has reached the route section occupation point (ROT). At this time, the RMU will remove the route association of this train in the current cycle. 4023) The train head physical position associated with the route has entered the route starting point, but the train head physical position has not yet reached the route section occupation point (ROT). At this time, the train is downgraded to a non-communication train, but the RMU still remembers the train ID information until the first section upstream of the route is cleared. At this time, the RMU removes the route association of this train in the current cycle.

10. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 9.

11. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 9.

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