Integrated train dispatching system and method for regional rail transit, and medium

Abstract

The present invention relates to an integrated train dispatching system and method for regional rail transit, and a medium. The system comprises: a network-wide operation diagram editing and display module, configured to construct and display a regional rail transit network-level operation diagram; a center / station functional module, configured to, on the basis of center / station mode configuration information, activate a corresponding functional module, and implement center dispatching or station dispatching; a line hybrid dispatching functional module, configured to, on the basis of line automation level configuration information, activate a functional module corresponding to the current automation level, and implement hybrid dispatching management of lines having different automation levels; and a full-function scenario dynamic dispatching module, configured to perform full-lifecycle dynamic dispatching of trains on the basis of different signal system conditions, the signal systems comprising CTCS2 + ATO + ATB, cross-line operation CBTC, and CBTC and CTCS2 + ATO + ATB cross-line operation. Compared with the prior art, the present invention has the characteristics of full-scenario coverage, high compatibility, a high degree of automation, and wide practicability.

Description

Integrated train dispatching system, method and medium for regional rail transit Technical Field

[0001] The present invention relates to the technical field of regional rail transit, and in particular to an integrated train dispatching system and medium for regional rail transit. Background Art

[0002] With the development of rail transit technology, various traditionally relatively independent rail transit modes have begun to transform into integrated integration, requiring the interconnection, cross-line operation and resource sharing of multi-level line networks such as high-speed railways, intercity railways, urban (suburban) railways and urban rail transit in the region, to achieve multi-network integration and coordinated development across technical levels, which will provide networked, commuter-oriented, high-speed and high-capacity travel services between urban central areas and surrounding towns and between urban clusters, and will have "public transportation-like operation" characteristics such as waiting at platforms, non-fixed train arrival and departure times, no announcement of train numbers for passengers, and non-fixed seats.

[0003] Currently, the rail transit industry has two signaling systems: CBTC (Communication Based Train Control System) and CTCS (China Train Control System). Each has developed over many years to form independent technical systems. High-speed and intercity railways under the jurisdiction of railway bureaus generally use the CTCS signaling system, which corresponds to the CTC (Centralized Train Control) dispatching and command system; urban rail transit generally uses the CBTC signaling system, which corresponds to the ATS (Automatic Train Monitoring and Control) dispatching and command system. Due to the different service objectives of rail transit at different levels, the two dispatching systems have undergone significant differences in system architecture, key functions, external interfaces, and other technical implementations over the past 20 years of development. Furthermore, there are significant differences in operating models, dispatching management, and application scenarios. The ATS system is designed with a two-level architecture of stations and line control centers and is generally deployed on individual lines. It can meet the needs of flexible route organization and adjustment for a single line, as well as bus-like operation with flexible train control. Although urban rail transit has conducted some research on the interconnection of CBTC wayside equipment and onboard equipment, it currently cannot meet the "networked operation" requirements of large-scale regional rail transit networks. With the development of China's large-scale high-speed and intercity railway networks, the CTC system is generally divided into a three-tiered architecture: station and section level, bureau dispatching level, and master dispatching level, enabling "networked operation." However, because high-speed and intercity railways serve long-distance travel and lack the high-density operation requirements of public transportation, the CTC system cannot directly meet the "public transportation-like operation" requirements of regional rail transit.

[0004] At the same time, regional rail transit requires independent or cross-line operation of both CBTC and CTCS signaling systems, depending on the operational needs of different regions. Currently, there are generally no operational connections between high-speed rail, intercity rail, urban rail, and urban rail transit. These systems are operated independently by different operating entities, resulting in fragmented operations and significant difficulties in coordinating their operations. Interoperability between CTCS and CBTC is not yet achieved at the signaling equipment level, and the existing technical standards for CTC and ATS systems at the dispatching and command level also do not meet the requirements for interoperability.

[0005] Currently, there is no technology that can address the challenges of integrated public transportation and networked operation of urban rail transit and various rail transit systems within urban agglomerations. Therefore, driven by the development needs of regional rail transit passenger transit with high-density operations and cross-line train operation, under complex operating models and without unified technical standards, there is an urgent need to research integrated train dispatching and command methods and equipment, and to develop an integrated train dispatching and command system.

[0006] Summary of the Invention

[0007] The purpose of the present invention is to overcome the defects of the above-mentioned existing technologies and provide a commuter-oriented, high-speed, and high-capacity urban rail transit system for connecting the central urban areas of cities with surrounding urban clusters and between their urban clusters in a large-scale development in the future. It usually connects the high-speed railway network, intercity railway and urban rail transit network, and faces the integrated dispatching system and medium in the three signal system combination scenarios of CTCS2+ATO+ATB, cross-line operation CBTC, and cross-line operation of CBTC and CTCS2+ATO+ATB when high-speed trains are off the line. It solves the problem that the existing technology is difficult to meet the operational needs of high-density operation of regional rail transit passenger transportation and cross-line operation of trains.

[0008] The purpose of the present invention can be achieved by the following technical solutions:

[0009] A first aspect of the present invention provides an integrated train dispatching system for regional rail transit, comprising:

[0010] The whole network operation diagram editing and display module is used to build and display the regional rail transit line network level operation diagram;

[0011] The central station function module is used to activate the corresponding function module according to the central station mode configuration information to realize central dispatching or station dispatching;

[0012] The line mixed scheduling function module is used to activate the function module corresponding to the current automation level according to the line automation level configuration information, so as to realize the mixed scheduling management of lines with different automation levels;

[0013] The full-function scenario dynamic scheduling module is used to dynamically schedule trains throughout their life cycle based on different signaling conditions, including CTCS2+ATO+ATB, cross-line operation CBTC, and CBTC and CTCS2+ATO+ATB cross-line operation.

[0014] As a preferred technical solution, in the full network operation diagram editing and display module, the construction of the regional rail transit line network level operation diagram includes:

[0015] Obtaining basic intersection data, the basic intersection data including intersection attribute definitions, the intersection attribute definitions including single-line intersections and cross-line intersections;

[0016] Based on periodic passenger flow and transportation demand, a network operation plan is automatically optimized and generated, and the initial line network operation diagram is obtained in the order of cross-line intersections first and then single-line intersections;

[0017] The bus-connected operation timetable information of relevant transfer stations is introduced to perform timetable synchronization verification, and the collaborative relationship between each line and the connecting bus is added to the initial line network operation diagram to generate the regional rail transit line network level operation diagram.

[0018] As a preferred technical solution, after the regional rail transit network-level operation diagram is uniformly compiled for all lines, it is shared in real time among various regions.

[0019] As a preferred technical solution, the regional rail transit network-level operation diagram is compiled in a distributed manner and is shared in real time among various regions.

[0020] As a preferred technical solution, in the central station function module, when the central station mode configuration information is the control center mode, a centralized line network operation plan scheduling management platform and several sets of line scheduling execution management platforms are constructed, wherein:

[0021] The line network operation plan scheduling management platform is used to centrally manage the line network operation plan that implements network operation and perform emergency fault processing;

[0022] The route dispatch execution management platform is used to implement normal traffic management during the daily public transportation operation of the route.

[0023] As a preferred technical solution, when the central station mode configuration information is the control center mode, the central station function module performs the following actions:

[0024] Conduct dispatching and management of train operation plans;

[0025] Set up a unified timetable for the entire network and produce real-time adjustment management server;

[0026] Compile, call and adjust networked production plans in real time;

[0027] Perform normal scheduling management.

[0028] As a preferred technical solution, when the central station mode configuration information is the station mode, the central station function module performs the following actions:

[0029] Perform appropriate train control in equipment failure scenarios or degraded operation scenarios;

[0030] Perform normal scheduling management.

[0031] As a preferred technical solution, the line automation level includes GoA1-GoA4 levels.

[0032] As a preferred technical solution, the full life cycle dynamic scheduling is implemented based on key operational requirements under different signal standards.

[0033] As a preferred technical solution, the key operational requirements include line parameters determined according to signal system differences, station track number and application restriction parameters, train attributes and operation delay parameters and / or natural environment parameters.

[0034] As an optimal technical solution, the full life cycle dynamic scheduling includes scheduling before the train enters operation, scheduling in normal operation scenarios, scheduling in degradation scenarios, cross-line operation interaction processing and train exit operation scheduling.

[0035] As an optimal technical solution, the scheduling before the train enters operation includes the generation of train departure plan and automatic route arrangement. According to the formation type defined in the basic diagram and the storage position of the EMU bottom, the corresponding train departure plan is automatically matched and calculated, and the route is automatically arranged according to the main line train plan and the expected route arrangement time, and sent to the external system.

[0036] As an optimal technical solution, when executing scheduling under the normal operation scenario, based on the processing logic of driving according to the diagram at each station, according to the daily adjustment of the planned train grade and the standard parameter requirements of the station operation, the arrival, departure and passing routes of the trains at the main line stations are automatically arranged and sent to the external system; based on the regional rail transit network-level operation diagram and real-time train operation information, the matching degree of relevant transfer stations and bus connection stations is displayed.

[0037] As a preferred technical solution, the degradation scenarios include a train temporary stop scenario and a train prohibited stop scenario.

[0038] As a preferred technical solution, the cross-line operation interaction process includes:

[0039] Automatically transmit the schedule adjustment information after the train is delayed to the dispatching station corresponding to the line behind the train;

[0040] Automatically synchronize the train operation status with the status of surrounding line signal equipment in real time.

[0041] As an optimal technical solution, the train exit operation scheduling includes the management of depot and maintenance plans and the generation of automatic route arrangements. According to the daily adjustment plan and real-time train operation dynamic changes, combined with train formation, track application restrictions and maintenance requests, the EMU depot and maintenance plan is generated, and the automatic route arrangement is generated in combination with the real-time position of the train.

[0042] As a preferred technical solution, the scheduling system also includes:

[0043] The train cross-line operation scheduling module is activated when a train cross-line operation instruction is received. Based on the driving plan and the real-time train arrival and departure times, it automatically generates the train passing order in the intersection operation area between the cross-line train and the train on the same line.

[0044] As a preferred technical solution, in the train cross-line operation scheduling module, the subsequent predicted operation plan of the cross-line train is calculated and adjusted based on the train passing order in the intersection operation area, and forwarded to the external system in real time.

[0045] As a preferred technical solution, the scheduling system also includes:

[0046] The disaster recovery configuration module is used to respond to different disaster recovery plan instructions and activate the corresponding disaster recovery execution module.

[0047] As a preferred technical solution, the disaster recovery solution instructions include data-level disaster recovery instructions, perfect disaster recovery instructions and complete disaster recovery instructions.

[0048] As a preferred technical solution, the dispatching system also includes an external interface module based on the adapter mode to achieve connection with the CBTC / CTCS train control subsystem.

[0049] As an optimal technical solution, the scheduling system is deployed based on a cloud platform.

[0050] A second aspect of the present invention provides an integrated train dispatching method for regional rail transit, which is applied to an integrated train dispatching system and includes the following steps:

[0051] Build regional rail transit network-level operations and share them based on the configuration permissions of the dispatching system;

[0052] Based on the acquired central station mode configuration information, the corresponding functional modules are activated, and each functional module implements central dispatching or station dispatching based on the received instructions;

[0053] Based on the obtained line automation level configuration information, the function module corresponding to the current automation level is activated to realize mixed scheduling management of lines with different automation levels;

[0054] Dynamic scheduling of trains throughout their life cycle is carried out according to different signaling conditions, including CTCS2+ATO+ATB, cross-line operation CBTC, and CBTC and CTCS2+ATO+ATB cross-line operation.

[0055] A third aspect of the present invention provides a computer-readable storage medium comprising one or more programs for execution by one or more processors of an electronic device, wherein the one or more programs include instructions for executing the integrated train scheduling method for regional rail transit as described above.

[0056] Compared with the prior art, the present invention has the following beneficial effects:

[0057] 1. Starting from the transportation command task, the present invention covers the entire process of transportation task formulation, transportation task implementation and statistical evaluation of transportation effects, and emergency handling management during daily transportation. It has comprehensive functions, realizes the layered realization of monitoring needs and scheduling needs, realizes the consistency of scheduling needs and control standard screens, and also takes into account the standardized design of different common specific functions and automatic identification according to regions, providing basic conditions for mutual backup between control center personnel.

[0058] 2. The present invention adopts a "two-level architecture, integrated management" control mode, which fully absorbs the advantages of the national railway dispatching and command system (CTC) in networked operations in complex scenarios, and also inherits the advantages of the high-density bus-based and fully automatic urban rail transit dispatching and command system (ATS). Compared with the traditional three-tier architecture driving dispatching and command system, it can make a more reasonable division of the line network dispatching function and line dispatching function of regional rail transit from the perspective of networked operations, thereby improving the efficiency of line network driving dispatching management.

[0059] 3. The present invention can be applied to different signal system conditions of high-speed trains coming off the line, including CTCS2+ATO+ATB, cross-line operation CBTC, and three signal system network combination conditions of CBTC and CTCS2+ATO+ATB cross-line operation, and has wide practicality.

[0060] 4. The present invention is equipped with a line hybrid scheduling function module, which performs automatic processing according to the line automation level configuration information, making the operation more unified and simple, with strong GoA level compatibility, and realizing centralized and unified design of the basic functions of each line, thus avoiding repeated development.

[0061] 5. The present invention can provide full-scenario coverage of the entire process from the train entering the mainline operation to the train exiting the operation and maintenance. All information is centrally managed, realizing unified scheduling of the entire network, and greatly improving the real-time and global response to sudden faults in the line network operation.

[0062] 6. Inter-line interaction and automated processing of operation plans and real-time information of cross-line trains, with a high degree of automation.

[0063] 7. The system architecture is simpler, the use of equipment resources and subsequent expansion are more flexible, the equipment investment cost and the space occupied by the computer room are greatly reduced, the energy consumption is further reduced, and the operation is more stable and reliable.

[0064] 8. The operational capacity matching management is more efficient, and the adaptation to the passenger flow of the entire network, the connection of various lines in the entire network, and the response to single-point failures in the entire network are more timely and effective.

[0065] 9. The present invention provides closed-loop management of operations throughout the entire life cycle of operational scheduling. Flexible transport planning functions enable the construction and display of regional rail transit network-level operation diagrams. Integrated data centralized management enables the simultaneous issuance of operation tasks for each line, as well as the collection of actual network operation data and daily real-time evaluation and optimization of operation tasks. This enables full-cycle management from planning to actual capacity analysis. From the perspective of a series of functions such as daily departure sections, mainline operation, mainline storage, and trains leaving the line, full-process management is achieved, greatly improving the timeliness and effectiveness of networked operations and avoiding the current interface implementation and different implementation styles between multiple systems.

[0066] 10. The present invention can configure the functional distribution of the control center and the station according to the central station model. The control center and the station can adopt a unified integrated architecture, and all equipment specifications and models are completely consistent. Dispatchers can be uniformly trained and flexibly deployed between different lines, reducing the allocation of dispatchers, thereby effectively reducing the allocation and training costs of dispatchers.

[0067] 11. The present invention designs a method for constructing a regional rail transit network-level operation diagram, which realizes collaborative mapping and automatic mapping, greatly alleviates the pressure of individual map makers and significantly reduces the work pressure of dispatch map makers.

[0068] 12. In terms of system maintenance, since the equipment specifications and models are completely consistent, it can effectively reduce the configuration of system spare parts and the configuration of system maintenance personnel, thereby effectively reducing system maintenance costs.

[0069] 13. The present invention adopts a cloud platform deployment method to achieve dynamic allocation and full utilization of equipment resources, reduce energy consumption of equipment operation, and ensure information security and functional safety.

[0070] 14. The present invention provides adaptation and compatibility with various existing standard interfaces, realizes a dispatching system to simultaneously manage and adjust different train control systems, is compatible with the functional integration of different operating scenarios, meets multi-level operational needs, takes into account the dispatching needs of "public transportation operation" and "network operation", and completes functional integration.

[0071] 15. The present invention is provided with a disaster recovery configuration module, which provides centralized equipment deployment and multi-level backup solutions, greatly improving the reliability of the system and significantly reducing the maintenance cost of the control center. BRIEF DESCRIPTION OF THE DRAWINGS

[0072] FIG1 is a schematic structural diagram of the system of the present invention;

[0073] FIG2 is a schematic diagram of a hardware architecture of the system of the present invention;

[0074] FIG3 is a schematic diagram of the processing logic of station-by-station travel according to the schedule in a normal operation scenario according to an embodiment of the present invention;

[0075] FIG4 is a schematic diagram of the processing logic of the personalized scheduling settings for temporary stops and prohibited stops of trains according to an embodiment of the present invention;

[0076] FIG5 is an interface diagram of the present invention and an external system. DETAILED DESCRIPTION

[0077] The present invention is described in detail below with reference to the accompanying drawings and specific embodiments. This embodiment is implemented based on the technical solution of the present invention, and provides a detailed implementation method and specific operation process, but the protection scope of the present invention is not limited to the following embodiments.

[0078] The present invention is aimed at the "four-network integration" scenario of regional rail transit (including high-speed railways, intercity railways, urban railways and urban rail transit). This embodiment provides an integrated train dispatching system for regional rail transit, which meets the "public transportation operation" and "network operation" requirements of various signal system combinations such as CTCS2+ATO+ATB, cross-line operation CBTC, and cross-line operation of CBTC and CTCS2+ATO+ATB. It provides technical support for the future large-scale integrated development of urban agglomeration rail transit, adapts to and promotes the development of regional rail transit, and solves the problems of overall public transportation operation and network operation of urban rail transit and various types of rail transit in urban agglomerations.

[0079] The integrated train dispatching system for regional rail transit provided in this embodiment is shown in Figure 1 and includes a full-network operation diagram editing and display module 1, a central station function module 2, a line mixed dispatching function module 3, and a full-function scenario dynamic dispatching module 4. The full-network operation diagram editing and display module is used to construct and display the regional rail transit line network-level operation diagram; the central station function module is used to activate the corresponding function modules according to the central station mode configuration information to implement central dispatching or station dispatching; the line mixed dispatching function module is used to activate the function modules corresponding to the current automation level according to the line automation level configuration information to implement mixed dispatching management of lines with different automation levels; and the full-function scenario dynamic dispatching module is used to perform dynamic dispatching of trains throughout their life cycle according to different signal system conditions, including CTCS2+ATO+ATB, cross-line operation CBTC, CBTC and CTCS2+ATO+ATB cross-line operation. Starting from the transportation command task, the system covers the entire process of transportation task formulation, transportation task implementation and execution, transportation effect statistical evaluation, and emergency response management during daily transportation implementation.

[0080] The system can solve the problems of overall public transportation operation and network operation of urban rail transit and various rail transit in urban agglomerations:

[0081] 1. The integration of multiple train control systems enables a single dispatching system to simultaneously control trains of multiple systems online.

[0082] 2. Solve the problem of inconsistent control interfaces for dispatching systems from different manufacturers or from different generations of the same manufacturer caused by the current single-line operation. Through a unified interface, dispatchers on different lines can take care of them simultaneously.

[0083] 3. Resolve differences between the same type of train control systems from different manufacturers by shielding differences in underlying interfaces and interface functions through an integrated dispatching system;

[0084] 4. Solve the current series of problems in the planning, execution, emergency response and operation evaluation of the entire dispatching system, and avoid the fragmented situation of planning in one system, running and executing in another system, and finally reporting and evaluation in another system;

[0085] 5. Solve the problem of duplicate equipment construction caused by the current single line. Currently, each line is equipped with numerous servers, resulting in tight space in the computer room and high energy consumption.

[0086] 6. Solve the various difficulties in the current cross-line operation of trains, realize cross-line adjustment of train operation, cross-line prediction and joint monitoring of multiple dispatching stations.

[0087] In the specific implementation method, in response to the actual needs of regional rail transit bus-like operation and network operation, based on the system's unified dispatching management architecture, a unified compilation of regional rail transit line network-level operation diagrams is achieved, laying the foundation for the realization of "one map" line network-level driving dispatching management. The specific steps for compiling a regional rail transit network-level operation diagram are as follows: before compiling the network-level operation diagram, it is necessary to define basic route data, including internal operating routes and cross-line operating routes of each line, and add additional route attribute definitions to describe whether the route is a single-line route or a cross-line route; secondly, based on an accurate analysis of periodic passenger flow and transportation demand, a network operation plan is automatically optimized and generated, and the network operation diagram is laid out in the order of "cross-line routes first, then single-line routes"; thirdly, the bus-connected operation timetable information of relevant transfer stations is introduced to achieve collaborative diagram compilation between each line and the connecting bus; finally, in a preferred embodiment, since the network operation diagram covers a large number of lines and stations, in order to make the operation diagram display clearer, the system needs to support the function of flexibly displaying the operation diagram by region and supporting the highlighting of cross-line routes. In combination with subsequent operational needs, the system can complete the classified display of cross-line and non-cross-line trains and provide subsequent evaluation and verification adjustments based on actual operational production results, realizing online synchronous management of plans and actual production.

[0088] The above-mentioned regional rail transit network-level operation diagram can be compiled in a centralized or distributed manner, and can be shared in real time among regions after completion.

[0089] In a specific implementation, the central station mode configuration information of the central station function module can be a control center mode or a station mode. Based on the differences in the dispatching management functions of the control center and the station, the system activates different function modules to implement different dispatching functions. The allocation of relevant dispatching functions needs to consider the balance between transportation efficiency, energy consumption and operational safety. For the dispatching management functions related to train driving plans, a unified timetable compilation and production real-time adjustment management server for the entire network is set up to realize the compilation, call and real-time adjustment of networked production plans, which are only provided in the control center; for the relevant control functions applied to equipment failure or degraded operation scenarios, they are only provided at the station; for the commonly used normal dispatching management related functions, they are provided at both the control center and the station, and strict dispatching authority management is carried out through the system control mode to ensure that the dispatching control of the control center and the station will not conflict.

[0090] When the central station mode configuration information is the control center mode, the system implements the dispatching management platform of the control center, and according to different management functions, builds a centralized "line network operation plan dispatching management platform" and several sets of "line dispatching execution management platforms" to achieve the separation of global operation plan and operation execution, and the integration of actual operation execution results and operation plan. Dispatching and monitoring personnel in each region can share an operation diagram of the entire network in real time (regional rail transit line network-level operation diagram), achieve actual execution synchronization and real-time plan synchronization, and ensure that dispatching and monitoring personnel in each region use the flexible bus-like station diagram operation adjustment function to complete the rapid adjustment of train operation in their jurisdiction; the general duty officer of the control center can also quickly identify the operation congestion sections of the entire network at any time, respond flexibly, and update in real time. Through integrated innovation, the system design requirements of "two-level architecture, comprehensive management" are fully met.

[0091] This system fully absorbs the advantages of the national railway dispatching and command system (CTC) in networked operations for complex scenarios, and also inherits the advantages of the high-density bus-oriented and fully automated urban rail transit dispatching and command system (ATS). Compared with the traditional three-tier traffic dispatching and command system, it can make a more reasonable division of the line network dispatching function and line dispatching function of regional rail transit from the perspective of networked operations, thereby improving the efficiency of line network traffic dispatching management. At the line network dispatching level, emphasis should be placed on the unified "one map" management of the line network operation plan that implements "network operation" and some emergency fault handling functions that affect cross-line operations. Specific functions include unified compilation and management of line network-level operation diagrams, flexible deployment of area-based dispatching functions, adaptation of dispatching functions at different automation levels, cross-line train operation interference and automatic adjustment, etc.; while the line dispatching level is mainly responsible for the normal driving organization function during the daily "public transportation operation" of the line, taking into account the characteristics of CTC and ATS systems, and realizing the management of the entire life cycle of different rail transit dispatching production and operations. Specific functions include driving dispatching information display function, driving operation diagram management function, driving dispatching control operation function, system automation linkage processing function, train automatic tracking management function, system alarm and playback management function, train operation automatic adjustment function, line control area management function, etc.

[0092] Based on the aforementioned system design requirements of "two-tier architecture, integrated management," the hardware architecture of the control center (command center), as shown in Figure 2, employs a separate network application server and individual line application servers, with a centralized database server. The network application server provides collaborative charting of network-wide operation plans for each line, storage and research management of network-wide operation plans, and collects and provides data from actual train arrival and departure points across the network to each line's operation diagram management terminal. The line application server performs logic processing, data distribution, and acquisition for the line, providing convenient, real-time, and public-transit-like adjustments to train operation management.

[0093] In terms of hardware architecture, station configuration is mainly based on the functional requirements and overall architecture of the integrated train dispatching and command system, as well as ensuring the stability of the integration of the integrated train dispatching and command system with the existing interlocking\ATP\ATO system, and maintaining the consistency of the existing station train dispatching operation style.

[0094] In terms of human-computer interaction, terminals are provided to implement various applications. Different terminals display information in different areas according to their configurations, including:

[0095] 1. The timetable control terminal is mainly connected to the line network application server and is responsible for the compilation, management and global adjustment of the train timetable.

[0096] 2. Online operation monitoring and management terminal. This terminal is mainly connected to the line application server to monitor the equipment operation status and train operation status in the jurisdiction in real time. The line administrator uses this terminal to manage and adjust online trains, remotely control on-site operating equipment, and manage train entry and exit.

[0097] 3. Statistical report and playback operation terminal, mainly completes the playback and viewing of daily operating equipment, generation of various operation statistical reports, query of operation records, acquisition of application logs and other functions.

[0098] The above three applications are combined according to the requirements of different users to form line network dispatcher terminal, line dispatcher terminal, line vehicle dispatching terminal, line maintenance terminal, centralized station monitoring terminal, etc.

[0099] This invention addresses the heterogeneous configuration relationship between the center and station systems and proposes an integrated center-station architecture solution. This architecture integrates dispatching work (including center dispatching and station dispatching) as a holistic dispatching system, fully matching the needs of line network operations and providing a consistent dispatching system solution for the center, station, and yard. This solution has the following four advantages: a highly unified dispatching interface; interoperable station equipment; a highly integrated train dispatching and command system with high hardware and software integration from the center to the station, making technical implementation relatively easy; and a prioritization of related operations allows for short on-site commissioning and construction periods.

[0100] In a specific implementation, the line automation levels adapted by the line hybrid scheduling function module include GoA1-GoA4 levels. The integrated train scheduling system needs to manage the train scheduling of multiple lines in the network, and different lines may choose different automation operation levels when they are built. Therefore, the system needs to meet the needs of mixed scheduling management of multiple lines with different automation levels at the same time. To meet this demand, the present embodiment is provided with a line hybrid scheduling function module, which has all the scheduling management functions required for the GoA1-GoA4 level operation mode, and different scheduling functions need to support flexible deployment according to the jurisdiction area and the automation level of the train. The station-level scheduling function is deployed according to the GoA level of the line to which the station belongs, and the center-level scheduling function is deployed according to the highest GoA level of the jurisdiction area of ​​the dispatching station. When trains of different automation levels enter, the integrated train scheduling system provides the train scheduling function according to the lower GoA level in the train and the current line area.

[0101] In a preferred embodiment, the system also includes a train cross-line operation scheduling module 5, which is activated when a train cross-line operation instruction is received, and automatically generates a train passing order in the intersection operation area of ​​the cross-line train and the main line train based on the driving plan and the real-time train arrival and departure times.

[0102] Since the integrated train dispatching and command system unifies the architecture of the line network dispatching system and can uniformly dispatch and manage the driving plans of all trains in the line network, it has inherent advantages in the automatic adjustment of cross-line trains, and can minimize the interference of cross-line trains on the operation of trains on other lines and the impact of driving efficiency, thereby improving the overall driving efficiency of the line network.

[0103] When trains cross lines, there is an intersection between cross-line trains and trains on the main line. The integrated train dispatching and command system needs to automatically manage the train passage sequence in this intersection based on the train schedule and train departure and arrival information to minimize the interference of cross-line operations on the line's train schedule. In addition, the integrated train dispatching and command system should calculate and adjust the subsequent predicted operation plan of cross-line trains in real time based on the train schedule and train operation status, and output it to external systems, including the PIS system and other train organization systems, in real time to facilitate passenger boarding and station train management personnel to organize and guide passenger flow.

[0104] In a specific implementation, the full-function scenario dynamic scheduling module can dynamically schedule trains throughout their life cycle under various signaling conditions, including CTCS2+ATO+ATB, cross-line CBTC, and CBTC and CTCS2+ATO+ATB cross-line operation. As shown in Figure 3, the specific steps performed by the full-function scenario dynamic scheduling module include:

[0105] (1) Based on the signal system characteristics of CTCS2+ATO+ATB and CBTC, and in accordance with the unified dispatching and command principles of rail transit, the key factors and logical operation differences for realizing independent networks of different signal systems and integrated train dispatching and command in cross-line operation scenarios are determined. The key operational requirements include line parameters determined according to the differences in signal systems, the number of station tracks and application restriction parameters, train attributes and operation delay parameters, and natural environment parameters.

[0106] (2) Train departure plan management and automatic route arrangement within the EMU depot (section) and parking lot. Before the train enters operation, the train departure plan is automatically calculated and matched according to the formation type defined in the basic diagram and the saved position of the EMU bottom. The automatic route arrangement and ATO plan are completed based on the main line train plan and the expected route arrangement time.

[0107] (3) The logical processing design of station-by-station train operation according to the schedule under normal operation scenarios and the operation connection management between lines of different systems are shown in Figure 3.

[0108] Under normal operating scenarios, the system's station-by-station schedule-based logic design automatically arranges train arrivals, departures, through routes, and ATO boardings at mainline stations, based on daily adjustments to planned train levels (through trains, every-station stops) and standard station operating parameters. Real-time train operation information is centrally collected and aggregated at the schedule management center. Using data display and analysis technology, the matching degree between transfer stations and bus connecting stations is displayed, assisting dispatchers at the control center in matching transfer connections.

[0109] (4) Automatic and manual adjustment strategies for train operation in degradation scenarios, such as personalized dispatching control measures for temporary and prohibited train stops, as shown in Figure 4.

[0110] The system provides personalized scheduling options for temporary and prohibited stops. Dispatchers can set or cancel temporary or prohibited stop signs for specific tracks or platforms at specific stations. For tracks or platforms where temporary stops are set, the departure routes at the corresponding locations will be suppressed until they are canceled; for tracks or platforms where prohibited stops are set, the passing routes at the corresponding locations will be directly reconfigured until they are canceled. It also provides a means to assist manual emergency adjustments, facilitating flexible arrangements for dispatchers at the control center.

[0111] (5) Determine the operation plan of cross-line trains and the interactive means and automated processing of real-time information.

[0112] The system provides interactive means and automated processing of train plans and real-time train operation information under cross-line (dispatching desk) operating conditions: the plan adjustment information after train delays is automatically transmitted to the dispatching desk corresponding to the line behind the train, and prompts and operation wizards are given; the train operation status and the status of the surrounding line signal equipment are automatically synchronized in real time based on the line (dispatching desk), guiding dispatchers to keep abreast of the train operation dynamics.

[0113] (6) Management of train entry and maintenance plans and automatic arrangement of routes when a train exits operation and enters a depot (section) or parking lot. When a train exits operation, the depot and maintenance plan for the EMU is compiled based on the daily adjustment plan and real-time train operation dynamics, combined with the train formation, depot (section) or parking lot track application restrictions, and maintenance requests. The routes within the depot (section) or parking lot are automatically arranged based on the real-time train position.

[0114] In a preferred embodiment, the system further includes a disaster recovery configuration module 6 for responding to different disaster recovery plan instructions and activating corresponding disaster recovery execution modules.

[0115] The central system's disaster recovery plan is categorized into three types: data-level, comprehensive, and complete. Plan 1 is data-level, providing only remote data backup. Plans 2 and 3 are both application-level, differing in the level of sophistication of the application-level equipment, with Plan 3 offering a higher level of sophistication. These three disaster recovery plans feature different equipment configurations and capabilities, addressing different scenarios for failures in the main central system and providing disaster recovery solutions at varying costs.

[0116] In a preferred embodiment, the dispatching system is deployed based on a cloud platform, which implements a deployment solution for a professional cloud platform for the dispatching system, and simultaneously solves the implementation of information security and functional safety based on cloud platform technology. Taking the typical safety function "temporary speed limit management" of the traffic dispatching system as an example, the FMECA (Fault Modes, Effect and Criticality Analysis) method is used to conduct a safety analysis to identify the safety measures required to ensure the safety of the temporary speed limit function. By analyzing the impact of cloud platform deployment on these safety measures, the impact of cloud platform deployment on the safety integrity of the traffic dispatching system is explained. Based on the analysis results of FMECA, the deployment of the central system on the cloud platform will not affect the existing safety measures of the traffic dispatching system. Therefore, the use of cloud platform deployment will not affect the safety integrity of the traffic dispatching system.

[0117] In a preferred embodiment, the scheduling system further includes an external interface module 7 based on the adapter mode, as shown in Figure 5. In this embodiment, the external interface module is designed in the following manner:

[0118] (1) Complete the abstract implementation of many existing interface protocols, and with the help of the adapter mode, complete the unified expression and full-function conversion of data within the integrated traffic dispatching and command system of different interfaces.

[0119] (2) In the area connected with the urban rail transit CBTC line, access the ATS internal data through a unified interface and perform function conversion.

[0120] (3) In the area connected with the national railway line, access the CTC internal data through a unified interface and perform functional conversion.

[0121] The dispatching system must be able to interface with and process corresponding functions across all trackside and onboard CBTC / CTCS train control subsystems within its jurisdiction under various solutions, thereby supporting the requirements for integrated operations in multi-network converged regions. Unlike the degraded management relationship between CBTC mode and interlocking backup mode in the CBTC system, CBTC and CTCS are parallel control modes that can operate simultaneously and switch between them. Therefore, the interfaces and related functions between the integrated train dispatching system and the CBTC / CTCS train control subsystem are, in principle, independent of each other. Simply overlaying a single dispatching system is sufficient to implement interface and functional management for both train control modes. The dispatching system integrates CBTC / CTCS train control functions through external interface modules. Specifically, the interface between the integrated train dispatching system and the CBTC / CTCS train control subsystem is implemented through software-level reuse, directly utilizing the corresponding interface software in the ATS / CTC products to achieve interface communication with the CBTC / CTCS train control subsystem. That is, the gateway server software of the ATS product is used as the CBTC interface server software for integrated train scheduling, communicating with the CBTC train control subsystem ZC / DSU / VOBC; the TSRS interface software, CCS interface software, and TCC interface software of the CTC product are used as the CTCS interface server software for integrated train scheduling, communicating with the CTCS train control subsystem TSRS / CCS / TCC respectively.

[0122] In another embodiment, an integrated train dispatching method for regional rail transit is provided. The method is applied to an integrated train dispatching system and includes the following steps: constructing a regional rail transit network-level operation and sharing and displaying it based on the configuration authority of the dispatching system; activating corresponding functional modules in the dispatching system based on the obtained central station mode configuration information, and each functional module implements central dispatching or station dispatching based on the received instructions; activating functional modules corresponding to the current automation level in the dispatching system based on the obtained line automation level configuration information, and each functional module implements mixed dispatching management of lines with different automation levels based on the received instructions; and performing dynamic dispatching of trains throughout their life cycle based on different signal system conditions. This dispatching method can meet the requirements of overall public transportation operation and network operation of urban rail transit and various rail transit systems in urban agglomerations.

[0123] If the above method is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, and other media that can store program code.

[0124] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, so that the instructions executed on the computer or other programmable device provide steps for implementing the functions specified in one or more processes in the flowchart and / or one or more boxes in the block diagram.

[0125] The above describes in detail the preferred embodiments of the present invention. It should be understood that those skilled in the art can make numerous modifications and variations based on the concepts of the present invention without inventive effort. Therefore, any technical solutions that can be derived by those skilled in the art through logical analysis, reasoning, or limited experimentation based on the concepts of the present invention and the prior art should be within the scope of protection defined by the claims.

Claims

1. An integrated train operation dispatching system for regional rail transit, characterized in that, it includes: A network-wide operation diagram editing and display module for constructing and displaying the network-level operation diagram of the regional rail transit line network; A central station function module for activating corresponding function modules according to the configuration information of the central station mode to achieve central dispatching or station dispatching; A line hybrid dispatching function module for activating the function module corresponding to the current automation level according to the configuration information of the line automation level to achieve the hybrid dispatching management of lines with different automation levels; A full-function scenario dynamic dispatching module for performing dynamic dispatching of the entire life cycle of trains according to different signal system conditions, and the signal systems include CTCS2+ATO+ATB, cross-line operation CBTC, CBTC, and CTCS2+ATO+ATB cross-line operation.

2. The integrated train operation dispatching system for regional rail transit according to claim 1, characterized in that, In the network-wide operation diagram editing and display module, the construction of the network-level operation diagram of the regional rail transit line network includes: Obtaining basic train operation route data, and the basic train operation route data includes the definition of train operation route attributes, and the definition of train operation route attributes includes single-line train operation routes and cross-line train operation routes; Based on the periodic passenger flow situation and transportation demand, automatically optimizing and generating a network-wide train operation plan, and obtaining the initial network-level operation diagram in the order of cross-line train operation routes first and then single-line train operation routes; Introducing the information of the bus operation schedule for the relevant transfer stations for bus-like connection, performing schedule synchronization verification, and adding the cooperation relationship between each line and the connecting buses in the initial network-level operation diagram to generate the network-level operation diagram of the regional rail transit line network.

3. The integrated train operation dispatching system for regional rail transit according to claim 1 or 2, characterized in that, After the network-level operation diagram of the regional rail transit line network is uniformly completed for all lines, it is shared in real time among regions.

4. The integrated train operation dispatching system for regional rail transit according to claim 1 or 2, characterized in that, The network-level operation diagram of the regional rail transit line network adopts a distributed compilation method and is shared in real time among regions.

5. The integrated train operation dispatching system for regional rail transit according to claim 1, characterized in that, In the central station function module, when the configuration information of the central station mode is the control center mode, a centralized network-level operation plan dispatching management platform and several sets of line dispatching execution management platforms are constructed, where, The network-level operation plan dispatching management platform is used to uniformly manage the network-level operation plan for networked operation and perform emergency fault handling; The line dispatching execution management platform is used to achieve normal train operation management during the daily bus-like operation of the line.

6. The integrated train operation dispatching system for regional rail transit according to claim 1, characterized in that, When the configuration information of the central station mode is the control center mode, the central station function module performs the following actions: Dispatching and managing the train operation plan; Setting a network-wide unified schedule compilation and production real-time adjustment management server; Compiling, calling, and real-time adjusting the network-wide production plan; Execute normal dispatching management.

7. The integrated train operation dispatching system for regional rail transit according to claim 1, wherein, when the central station mode configuration information is the station mode, the central station function module performs the following actions: Perform corresponding train control in the case of equipment failure scenarios or degraded operation scenarios; Execute normal dispatching management.

8. The integrated train operation dispatching system for regional rail transit according to claim 1, wherein, the line automation levels include GoA1 - GoA4 levels.

9. The integrated train operation dispatching system for regional rail transit according to claim 1, wherein, the full - life - cycle dynamic dispatching is realized based on the key operation requirements under different signal systems.

10. The integrated train operation dispatching system for regional rail transit according to claim 9, wherein, the key operation requirements include line parameters determined according to signal system differences, the number of station tracks and application limit parameters, train attributes and running on - time / delayed parameters, and / or natural environment parameters.

11. The integrated train operation dispatching system for regional rail transit according to claim 1, wherein, the full - life - cycle dynamic dispatching includes pre - operation dispatching of trains, dispatching under normal operation scenarios, dispatching under degraded scenarios, cross - line operation interaction processing, and train withdrawal operation dispatching.

12. The integrated train operation dispatching system for regional rail transit according to claim 11, wherein, the pre - operation dispatching of trains includes the generation of train departure plans and automatic route arrangement. According to the formation type defined in the basic diagram and the storage location of the car body, the corresponding train departure plans are automatically matched and calculated. According to the main - line train plan and the expected route arrangement time, the automatic route arrangement is realized and sent to the external system.

13. The integrated train operation dispatching system for regional rail transit according to claim 11, wherein, when performing the dispatching under normal operation scenarios, based on the processing logic of running trains station - by - station according to the diagram, according to the daily adjusted plan train grades and the standard parameter requirements of station operation, the automatic arrangement of train arrival, departure, and passing routes at the main - line stations is completed and sent to the external system; based on the regional rail transit network - level operation diagram and real - time train operation information, the matching degree display of relevant transfer stations and bus connection stations is performed.

14. The integrated train operation dispatching system for regional rail transit according to claim 11, wherein, the degraded scenarios include train temporary stop scenarios and train no - stop scenarios.

15. The integrated train operation dispatching system for regional rail transit according to claim 11, wherein, the cross - line operation interaction processing includes: Automatically transfer the adjusted situation of the train plan after the train is delayed to the corresponding dispatching desk of the line behind the train's running route; Automatically synchronize the train operation status and the status of signal equipment on the surrounding lines in real - time.

16. The integrated train operation dispatching system for regional rail transit according to claim 11, wherein, The train's withdrawal from operation scheduling includes the generation of depot entry and maintenance plan management and automatic route arrangement. According to the daily adjustment plan and the real-time dynamic changes in train operation, combined with train formation, track application restrictions, and maintenance requests, the EMU depot entry and maintenance plan is generated, and the automatic route arrangement is generated in combination with the real-time position of the train.

17. The integrated train operation scheduling system for regional rail transit according to claim 1, characterized in that, it further includes: A train cross-line operation scheduling module, which is started when a train cross-line operation instruction is received, and based on the train operation plan and the train early and late arrival times obtained in real time, automatically generates the train passing sequence in the intersection operation area between the cross-line train and the local line train.

18. The integrated train operation scheduling system for regional rail transit according to claim 17, characterized in that, In the train cross-line operation scheduling module, based on the train passing sequence in the intersection operation area, the subsequent predicted operation plan of the cross-line train is calculated and adjusted, and is forwarded to the external system in real time.

19. The integrated train operation scheduling system for regional rail transit according to claim 1, characterized in that, it further includes: A disaster recovery configuration module, used to respond to different disaster recovery plan instructions and activate the corresponding disaster recovery execution module.

20. The integrated train operation scheduling system for regional rail transit according to claim 19, characterized in that, The disaster recovery plan instructions include data-level disaster recovery instructions, improvement-type disaster recovery instructions, and complete-type disaster recovery instructions.

21. The integrated train operation scheduling system for regional rail transit according to claim 1, characterized in that, it further includes an external interface module based on the adapter pattern to achieve connection with the CBTC / CTCS train control subsystem.

22. The integrated train operation scheduling system for regional rail transit according to claim 1, characterized in that, This scheduling system is deployed based on the cloud platform.

23. An integrated train operation scheduling method for regional rail transit, characterized in that, This method is applied to the integrated train operation scheduling system and includes the following steps: Construct the regional rail transit network-level operation and perform shared display based on the configuration permissions of the scheduling system; Based on the obtained central station mode configuration information, activate the corresponding function modules, and each function module realizes central dispatching or station dispatching based on the received instructions; Based on the obtained configuration information according to the line automation level, activate the function modules corresponding to the current automation level to realize the mixed dispatching management of lines with different automation levels; According to different signal system conditions, perform dynamic scheduling of the entire life cycle of the train, and the signal systems include CTCS2+ATO+ATB, cross-line operation CBTC, CBTC, and CTCS2+ATO+ATB cross-line operation.

24. A computer-readable storage medium, characterized in that, it includes one or more programs for execution by one or more processors of an electronic device, and the one or more programs include instructions for executing the integrated train operation scheduling method for regional rail transit as described in claim 23.

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