A station interlocking route protection system and site deployment method based on Petri net

Abstract

The present invention belongs to the technical field of station route safety protection methods, and particularly relates to a station interlocking route protection system and a station deployment method based on Petri nets, wherein the target station comprehensive model comprises an arrangement route model and a fault diagnosis model; the target station comprehensive model is established respectively according to the upward running direction and the downward running direction of the railway; the target station comprehensive model is used to simulate the dynamic train receiving and entering the station and the departure and entering the station events at the corresponding target station, and locate the position of the faulty track section according to the actual running conditions of the train; the arrangement route model is used to simulate the train receiving and leaving route process of the train in the track section in the station; the fault diagnosis model is used to report an error for the event that the departure route cannot be carried out as planned.

Description

Technical Field

[0001] The present invention belongs to the technical field of station access safety protection methods, and in particular relates to a station interlocking access protection system and a site deployment method based on Petri nets. Background Art

[0002] Petri nets are mainly used to model discrete event systems and are a commonly used tool for formal modeling. They use events as a driving force to reflect the actual operation process. Petri nets have both intuitive graphical representations and can introduce mathematical methods to analyze them. Based on the basic Petri nets, advanced Petri nets can also be established through extension methods such as coloring, timing, and layering. The time-delay Petri net introduces the time constraint DI(t) = a on the basis of the basic Petri net, that is, when M[t>, transition t can be triggered, but it takes a time step to complete the triggering process. The time-delay Petri net can make the transition trigger no longer an instantaneous process, and realize the time simulation of token migration.

[0003] The station interlocking system is an important part of the railway signal system. It reflects the mutual constraints and centralized control between signal equipment. The route is the path for trains or shunting trains to travel in the station. When a route is claimed by a train, it will enter a locked state and will not be occupied by other trains until the train clears the relevant track sections. The operation plan of the train in the station reflects the operation process of the train in the station. The formulated operation plan needs to be safety verified before it is put into use. If the fault of the operation plan can be located through safety verification, it can provide an additional layer of safety protection for the operation of the train in the station.

[0004] The time-delay Petri net has the characteristics of rigorous structural modeling and good simulation performance. It is very suitable for the safety verification of the station operation plan. It can provide a traceable method for locating the operation plan fault, and make the station scheduling plan as punctual as possible under the premise that there will be no train conflict in the station train operation plan. Summary of the invention

[0005] The purpose of the present invention is to address the technical defects of the prior art that when problems occur in the operation plan of the station area, the fault cannot be quickly located and corrected. Using Petri nets as a tool, modeling is used to simulate the operation process of trains in the station. A railway station interlocking route protection system and station deployment method based on time-delay Petri nets are provided. The meaning of the marked fault library can be used to locate the problem of the infeasible scheduling plan, correct it, and ensure the safe operation of the train in the station.

[0006] In order to achieve the above object, the technical solution adopted by the present invention is:

[0007] A railway station interlocking route protection system based on time-delay Petri nets, the station route protection system includes a target station comprehensive model based on time-delay Petri nets, the target station comprehensive model includes an arrangement route model and a fault diagnosis model; wherein the track section corresponds to the Petri net's warehouse, the train clearing time corresponds to the track section time corresponds to the Petri net's transition delay, and the train corresponds to the Petri net's token; the target station comprehensive model is established according to the railway's upward and downward running directions, and the target station comprehensive model is used to simulate the dynamic train's train reception and departure events at the corresponding target station; the arrangement route model is used to simulate the train reception route process and the departure route process in the track section of the station; the fault diagnosis model is used to report errors for events in which the departure route cannot be carried out as planned.

[0008] In the technical solution of the present invention, a delay is assigned to a transition by using a time-delay Petri net model, and the delay of each transition corresponds to the time when a train clears a section. In the present invention, the Petri net's place, transition delay, and token correspond to the track section, the time when a train clears the corresponding track section, and the train, respectively. Based on the station shape, formal verification is performed by dynamically simulating the process of the train running according to the planned scheduling in the station. The marking of the faulty place can be quickly obtained, and the feasibility of the operation plan can be intuitively obtained by observing the marking of the faulty place, and the problem of the infeasible plan can be understood.

[0009] As a preferred technical solution of the present invention, after the fault diagnosis model reports an error for an event in which the train cannot depart as planned, the target station comprehensive model is used to receive the adjusted train operation plan and perform simulation.

[0010] As a preferred technical solution of the present invention,

[0011] The delay Petri net is defined as:

[0012] Suppose a time-delay Petri net is N = (P, T, F, M, DI), where DI is a time function defined on the transition: DI: T → R0, R0 is a non-negative real number; Its physical meaning is that a consumption transition t of a unit time must pass before it can be emitted, that is, when a certain mark meets the condition M[t>, after a unit time, the transition connected to its output arc will be emitted. The delay of the transition is not an instantaneous process, but the emission behavior is an instantaneous process.

[0013] The meanings of the places and transitions involved in the target station comprehensive model are shown in the following table:

[0014]

[0015] As a preferred technical solution of the present invention, the operation rules of the arrangement route model are specifically as follows:

[0016] Select track I of the target station, where track I includes a train receiving route section and a train departure route section;

[0017] The train approach process includes passing through n turnout sections DG;

[0018] After the train's platform stop time on track I ends, it enters the n switch sections DG of the departure route; it is positioned to the exit, and when the train clears the terminal track section, the resource occupancy of the departure route of track I ends; in the arrangement route model, for the situation where multiple routes share the same track section, when the train enters different tracks to stop, the occupancy right of the switch section resources of the shared receiving route or departure route needs to be released before a new train receiving route or departure route can be established.

[0019] As a preferred technical solution of the present invention, the turnout sections included in the IG train receiving route process are 1DG, 7DG, and 13DG, respectively, and the turnout sections included in the train departure route process are 10DG and 2DG, respectively;

[0020] The arrangement route model is specifically as follows:

[0021] The starting place of the IG pick-up route in the model is X I1 , when the turnout sections 1DG, 7DG, 13DG corresponding to the depots S1, S7 and S 13 When both are marked, the transition t I1 Enable and take away place X I1 , S1, S7 and S 13 Token, and send a token to the library X I1-begin , indicating that the IG pick-up route has started, and the ownership of related resources is occupied by the IG pick-up route;

[0022] Change release-S1 The delay of represents the time it takes for the train to clear the 1DG section. When the delay is exhausted, the transition t release-S1 Send a token to place p1 and take away place X I1-begin The token of the library S7 and S8 are returned to the library S1, indicating that the switch section S1 is unlocked and can be used by other routes; the library S7 and S 13 The process is the same as that of place S1;

[0023] When the change release-S13 When the delay expires, it enables the emission of the token that takes away place p2 and returns a token to place S. 13 At this point, the IG's vehicle access route ends. At this time, the warehouses S1, S7 and S 13 All are marked and can be occupied by other vehicle access routes in the downlink direction;

[0024] When the train stops at IG, the transition t release-P1 After enabling the launch, the library X I2 is marked, if places S2 and S 10 Marked, that is, the switch sections 10DG and 2DG are in unlocked state, and the departure route can be declared.

[0025] As a preferred technical solution of the present invention, in the fault diagnosis model, the meanings of the library and transition involved are shown in the following table:

[0026]

[0027] As a preferred technical solution of the present invention, the fault diagnosis model is used in conjunction with the arrangement route model. The fault diagnosis model is set at the starting point and station location of the track vehicle route respectively; when the IG departure route, it starts at the warehouse X I2 is marked, then if places S2 and S 10 All are marked, transition t I2 Enable and take away place X I2 , S2 and S 10 Token, and send a token to the library X I2-begin , indicating the start of the departure route; but if S2 and S 10 If they are not marked at the same time, then the transition t I2 The enabling condition of is not met, and the transition t e2 Enable, take away library X I2 The token of the fault library is sent at the same time. e2 . At this time, a fault alarm is issued.

[0028] Change e2 and t I2 Although the delay is the same, the change t e2 Has a lower transmission priority, that is, when both are enabled at the same time, the transition t I2 emission.

[0029] A site deployment method of the railway station interlocking route protection system based on the above-mentioned time-delay Petri net is characterized by comprising the following steps:

[0030] Step 1: Perform time-delay Petri net modeling on at least one target station of a known railway to obtain a comprehensive model of the target station;

[0031] Step 2: Perform simulation verification of the actual operation plan on the model; debug the target station comprehensive model according to the simulation verification results. If the preset fault location in the comprehensive model is consistent with the preset problem in the simulation verification process, it means that the target station comprehensive model is qualified;

[0032] Step 3: Apply the comprehensive model of the target station to the dynamic process of the train receiving route and the train departure route of the corresponding target station to protect the railway station interlocking route protection system.

[0033] As a preferred technical solution of the present invention, in step 2,

[0034] Step 2.1: Data preparation: Name the in-station scheduling plans of the target stations respectively, and preset the faulty parts in the models of the uplink and downlink directions respectively;

[0035] Step 2.2: Feasibility verification: Use model simulation to verify the obtained station scheduling plan to check whether it contains the marked faulty library;

[0036] Specifically, the train operation plan is converted into the delay of each transition in the model. After the unit time is determined, the transition delay corresponding to the clearing time of each track is calculated respectively;

[0037] The arrival time of two trains is used as the time baseline. The difference between the arrival time of the remaining trains and the time baseline is calculated according to the unit time method and added to the train arrival library X. i1 , i∈1,...,7 connected by the transition delay, so that the departure time difference can be reflected in the model;

[0038] The clearing time of each track section is matched with the corresponding transition delay, and assigned to the comprehensive protection model in the up and down directions. The initial identification of the fault library of the network structure is:

[0039] M0=[p e1 ,p e2 ,p e3 ,p e4 ,p e5 ,p e6 ,p e7 ,p e8 ,p e9 ,p e10 ,p e11 ,p e12 ,p e13 ,p e14 ], since all fault locations are not marked in the initial state, M0 = 0. At this point, the model can be simulated and verified;

[0040] Step 2.3: Calculate the reachable identification graph of the model, only observe the faulty library places, and select the reachable identifications that are not 0; by observing the calculation results of the reachable identifications, observe that the faulty library places are not 0 under each reachable identification;

[0041] Step 2.4: Result analysis: The marked faulty library can be located through the reachable identification calculation result. According to the meaning of the mark of the faulty library, the cause of the problem can be located and the corresponding operation plan can be adjusted.

[0042] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are:

[0043] The models established by the present invention are based on the actual station shape, and the actual simulation simulates the process of the train running in the station. When the station shape changes later, only the model needs to be modified. The applicability of the model is good.

[0044] In the technical solution of the present invention, the established model can be intuitively formally verified. For a given train operation plan, the marking of the faulty storage place can be obtained by simulation calculation using simulation software. The feasibility of the operation plan can be intuitively obtained by observing the marking of the faulty storage place, and the problems of infeasible plans can be pointed out. It has the characteristics of simplicity and intuition.

[0045] The technical solution of the present invention is universal and can be applied to different types of stations, such as the entry and exit processes of high-speed railways or conventional train stations.

[0046] By using the railway station interlocking route protection system based on the time-delay Petri net established by the present invention, it is possible to implement Petri net modeling and simulation verification of the interlocking route in the station. The fault location can be quickly located and corrected. A Petri net model corresponding to the target station is established, which can not only verify the feasibility of all scheduling plans in the target station, but also provide reference for other stations. The feasibility of the scheduling plan in the station can be calculated by simulating and verifying the target station model. If it is not feasible, the problematic part can be located and solved. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Figure 1 is a sample station plan;

[0048] Figure 2 It is the plan view of the track section in the relevant station involved in the IG through route;

[0049] Figure 3 is based on Figure 2 The established comprehensive model for station dispatching;

[0050] Figure 4 It is a comprehensive model of in-station scheduling in the downlink direction of the example station;

[0051] Figure 5 It is a comprehensive model of intra-station scheduling in the uplink direction of the example station; DETAILED DESCRIPTION

[0052] The present invention will be described in detail below in conjunction with the accompanying drawings.

[0053] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0054] Example 1

[0055] This embodiment provides a railway station interlocking route protection system based on a time-delay Petri net, which is a target station comprehensive model, specifically including an arrangement route model and a fault diagnosis model; the target station comprehensive model is specifically established according to the railway up-running direction and down-running direction respectively;

[0056] There are 6 routes in the downstream direction and 8 routes in the upstream direction. Each route has a corresponding fault detection module to facilitate locating the problematic part.

[0057] The target station comprehensive model is used to simulate the dynamic train entry and departure events at the corresponding target station, and locate the faulty track section according to the actual train operation; guide the staff of the data processing terminal to quickly locate the faulty section and make timely adjustments, so that subsequent trains can make timely adaptive adjustments.

[0058] Specifically, this embodiment uses a specific example station to build a corresponding target station comprehensive model. Figure 1 The figure shows the plan view of the track sections in the relevant station involved in the route of the target station IG (track 1). This embodiment takes the route related to IG as an example for detailed description:

[0059] The resources that this route passes through start from the switch section 1DG, 7DG, 13DG, and is positioned to the track IG, which is the first part of the route, i.e. the train receiving route. After the train stops at the track IG platform, the second part of the route, i.e. the departure route, starts, and is positioned to the exit through the switch section 10DG and 2DG. When the train clears 2DG, the route occupancy ends.

[0060] It should be noted that 1DG, 7DG, and 13DG are not only used as the receiving routes for IG in the downlink direction, but also the 3G and 5G receiving routes also occupy these resources. Only when the possession of these resources is released after one receiving route is completed, can another receiving route in the same direction be established. Otherwise, the train arriving later will conflict with the train arriving earlier. Therefore, the receiving and dispatching routes in the same direction need to be established and unlocked in order. Only when the resources required to establish the route are in the unlocked state, the route will be allowed to be established, otherwise it will lead to unsafe route arrangement.

[0061] Furthermore, the track section length and clearing time information of the target station IG station are provided, as shown in Table 1 below:

[0062] Table 1 is a summary of the track section length and clearing time within the target station

[0063]

[0064] DG stands for turnout section; G stands for track;

[0065] like Figure 2 The figure shows the plane diagram of the track section involved in IG. In this embodiment, IG (track 1) is used as the target station to establish the delay Petri net comprehensive model. Figure 3 As shown:

[0066] The delay Petri net comprehensive model consists of two parts: an arrangement path model and a fault diagnosis model. Specifically, the transition rules of the arrangement path model are as follows:

[0067] The starting place of the IG pick-up route in the model is X I1 , when the turnout sections 1DG, 7DG, 13DG corresponding to the depots S1, S7 and S 13 When both are marked, the transition t I1 Enable and take away place X I1 , S1, S7 and S 13 Token, and send a token to the library X I1-begin , indicating that the IG pick-up route has started, and the ownership of related resources is occupied by the IG pick-up route. release-S1 The delay of represents the time it takes for the train to clear the 1DG section. When the delay is exhausted, the transition t release-S1 Send a token to place p1 and take away place X I1-begin The token is returned to the storage place S1, indicating that the switch section S1 is unlocked and can be used by other routes;

[0068] When the next change release-S7 The delay is exhausted, and the transition t release-S7 Send a token to place P2, take away the token of place S1 and return a token to place S7, indicating that the switch section S7 is unlocked and can be used by other routes;

[0069] When the change release-S13 When the delay is exhausted, the transition t release-S13 It enables the emission of a token that takes away place p2 and returns a token to place S. 13 At this point, the IG's vehicle access route ends. At this time, the warehouses S1, S7 and S 13are marked and can be occupied by other train routes in the down direction. release-P1 After enabling the launch, the library X I2 is marked, if places S2 and S 10 Marked, that is, switch sections 10DG and 2DG are in unlocked state, and the departure route can be declared. The subsequent train arrangement route process is the same.

[0070] Specifically, the transition rules of the fault diagnosis model are as follows:

[0071] The fault alarm system warns of possible faults and risks. For a route, if it is carried out according to plan, the fault alarm system will not be involved. However, once the route cannot be carried out according to plan, the necessary alarm system is very necessary. It can protect against possible dangers before the scheduling plan is implemented in the train station.

[0072] Taking the IG departure route as an example, when the train wants to make a departure route, it must first check whether the relevant track sections are free, if 10DG and 2DG are in unlocked state at the same time. Then after the departure route is declared, the possession rights of 10DG and 2DG are deprived, and finally the relevant track sections are occupied and unlocked in sequence until leaving the station, and the departure route can continue to be declared. However, if our train needs to establish a departure route according to the plan, but the possession rights of 2DG are taken away at this time, regardless of the cause of the fault or the improper arrangement of the scheduling plan, our departure route cannot be carried out according to the original plan. At this time, the fault diagnosis model is used to report the fault.

[0073] The fault diagnosis model corresponds to Figure 3 The dotted part of the model is not an independent model. The fault diagnosis model is used in conjunction with the arrangement route model. Corresponding to the above IG departure route, it starts at the library X I2 is marked, then if places S2 and S 10 All are marked, transition t I2 Enable and take away place X I2 , S2 and S 10 Token, and send a token to the library X I2-begin , indicating the start of the departure route. However, if S2 and S 10 Not marked at the same time, transition t I2 The enabling condition of is not met, and the transition t e2 Enable, take away library X I2 The token of the fault library is sent at the same time. e2 At this time, the fault alarm is triggered and the fault database is e2 The marked meaning locates the problem and makes modifications accordingly.

[0074] Specifically, changes e2 and t I2 The delay is the same, but the transition t e2 Has a lower transmission priority, that is, when both are enabled at the same time, the transition t I2 emission.

[0075] Combination Figure 2-3 As shown in the figure, the starting place of the IG pick-up route in the model is X I1 , when the turnout sections 1DG, 7DG, 13DG corresponding to the depots S1, S7 and S 13 When both are marked, the transition t I1 Enable and take away place X I1 , S1, S7 and S 13 Token, and send a token to the library X I1-begin , indicating that the IG pick-up route has started, and the ownership of related resources is occupied by the IG pick-up route. release-S1 The delay of represents the time it takes for the train to clear the 1DG section. When the delay is exhausted, the transition t release-S1 Send a token to place p1 and take away place X I1-begin The token is received and a token is returned to the library S1, indicating that the switch section S1 is unlocked and can be used by other routes.

[0076] Places S7 and S 13 The same rules apply to the usage of . release-S13 When the delay expires, it enables the emission of the token that takes away place p2 and returns a token to place S. 13 At this point, the IG's vehicle access route ends. At this time, the warehouses S1, S7 and S 13 They are all marked and can be claimed to be occupied by other vehicle access routes in the downstream direction.

[0077] When the train stops at IG, the transition t release-P1 After enabling the launch, the library X I2 is marked, if places S2 and S 10 Marked, that is, the switch sections 10DG and 2DG are in unlocked state, and the departure route can be declared.

[0078] The fault alarm system warns of possible faults and risks. For a route, if it is carried out according to plan, the fault alarm system will not be involved. However, once the route cannot be carried out according to plan, the necessary alarm system is very necessary. It can protect against possible dangers before the scheduling plan is implemented in the train station.

[0079] like Figure 4As shown, it is a comprehensive model of an example station in the downlink direction. Each approach is divided into two small approaches with the track as the dividing point. Taking the 3G approach as an example, its two approaches are the receiving approach and the departure approach. The track sections involved in the receiving approach are 1DG positioning, 7DG positioning, 13DG reverse position, 17DG positioning and 3G respectively. The departure approach involves 3G, 12DG positioning, 10DG reverse position and 2DG positioning. The meaning of the marking and transition of the key places in the figure is shown in Table 2 below. It should be noted that the physical meaning of the place refers to its physical meaning when it is marked, and the transition is the physical meaning of its delay length.

[0080] Table 2 Meaning of key places / transitions in the model

[0081]

[0082] There are 8 approaches and 4 tracks involved in the upward direction, and the modeling and analysis methods are exactly the same as those in the downward direction;

[0083] Table 3 shows the meaning of some places / transitions in the fault diagnosis model

[0084]

[0085]

[0086] Example 2

[0087] This embodiment provides a site deployment method for the railway station interlocking route protection system based on the above-mentioned time-delay Petri net, including the following steps:

[0088] Step 1: Perform time-delay Petri net modeling on at least one target station of a known railway to obtain a comprehensive model of the target station;

[0089] Step 2: Perform simulation verification of the actual operation plan on the model; debug the target station comprehensive model according to the simulation verification results. If the preset fault location in the comprehensive model is consistent with the preset problem in the simulation verification process, it means that the target station comprehensive model is qualified;

[0090] Step 3: Apply the comprehensive model of the target station to the dynamic process of the train receiving route and the train departure route of the corresponding target station to protect the railway station interlocking route protection system.

[0091] Specifically, the model for the uplink direction and the model for the downlink direction are shown in Figure 4-5The station train dispatching plan given in Table 4 involves a total of 7 trains, which are named in sequence. There are 3 trains in the down direction, namely trains 01, 02 and 03. There are 4 trains in the up direction, namely trains 04, 05, 06 and 07. The tracks they stop at in the station, the stop time and the departure time are shown in Table 4. The stop time is accumulated with the track clearing time. For example, IG and IIG trains cannot stop, and the difference between the arrival and departure time is 40 seconds for the train to clear the track. The difference between the arrival and departure time of 3G is 2 minutes and 40 seconds, and the stop time excluding the train clearing time is 2 minutes. This patent presets fault parts in both the up and down directions, and uses model simulation to verify whether the corresponding part of the fault library is marked for a given station dispatching plan.

[0092] Table 4 Train dispatching plan within the station

[0093]

[0094] Feasibility verification of station dispatching plan

[0095] When converting the train operation plan into the delay of each transition in the model, we use 10 seconds as a unit time, so the transition delay for the train to clear the track is 40 / 10=4 units of time, and the time to clear 1DG is 2 units of time. Similarly, the transition delay corresponding to the clearing time of other tracks can be calculated.

[0096] The arrival time of cars 02 and 04 is used as the time baseline. The difference between the arrival time of other trains and the time baseline is calculated according to the unit time method and added to the value representing the train arrival location X. i1 , i∈1,...,7 connected by the transition delay, so that the departure time difference can be reflected in the model.

[0097] The clearing time of each track section is matched with the corresponding transition delay, and assigned Figure 4 and Figure 5 In the model, the fault library of the network structure is initially identified

[0098] M0=[p e1 ,p e2 ,p e3 ,p e4 ,p e5 ,p e6 ,p e7 ,p e8 ,p e9 ,p e10 ,p e11 ,p e12 ,p e13 ,p e14], since all faulty places are not marked in the initial state, M0 = 0. At this point, the model can be simulated and verified. Using the time-delay Petri net simulation software TINA, calculate the reachable identification diagram in the model, only observe the faulty places, and select the reachable identifications that are not 0.

[0099] By observing the calculation results of the reachable flag, it is observed that the fault library is not 0 under each reachable flag, and the flags are shown in Table 5 below:

[0100] Table 5 Calculated reachable identification results

[0101] Accessibility mark value <![CDATA[M0→M 39 ]]> [0,0,0,0,0,0,0,0,0,0,0,0,0,0] <![CDATA[M 40 →M 61 ]]> [0,0,0,1,0,0,0,0,0,0,0,0,0,0] <![CDATA[M 62 →M 68 ]]> [0,0,0,1,0,0,0,0,0,1,0,0,0,0]

[0102] By observing the calculation results of reachable identification shown in Table 5, we can see that the fault library e4 and p e10 Marked. The given station scheduling plan is not feasible. Then, according to the meaning of the marks of each fault library in Table 3, the problem can be located that the departure routes of 3G and 4G cannot be carried out as planned. The corresponding operation plan needs to be adjusted. The adjusted train operation plan is shown in Table 6. The departure route time of cars 02 and 05 is mainly adjusted, and the modified delays are given to the model one by one for verification. The conclusion is that the modified operation plan is feasible.

[0103] Table 6 Modified feasible station train dispatching plan (minutes: seconds)

[0104]

[0105] Summary: The protection system and site deployment method of the present invention are universal and applicable to both high-speed rail and conventional rail stations. The station shape of the example station is fixed. The model established by the present invention is based on this station shape and can actually simulate the process of train running in the station. It is applicable to all train operation plans related to this station. If the station shape changes later, we only need to modify the model.

[0106] Secondly, the protection system of the present invention has intuitive formal verification. For a given train operation plan, the marking status of the faulty storage place can be obtained by simulation calculation using simulation software. The feasibility of the operation plan can be intuitively obtained by observing the marking of the faulty storage place, and the problems of infeasible plans can be pointed out. It has the characteristics of simplicity and intuition.

[0107] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A railway station interlocking route protection system based on time-delay Petri net, characterized in that: The station interlocking route protection system includes a target station comprehensive model based on a time-delay Petri net, and the target station comprehensive model includes an arrangement route model and a fault diagnosis model; wherein the track section corresponds to a place in the Petri net, the train clearing time corresponds to the track section, the time corresponds to the transition delay in the Petri net, and the train corresponds to the token in the Petri net; The target station comprehensive model is established according to the up-running direction and the down-running direction of the railway respectively, and the target station comprehensive model is used to simulate the dynamic train reception and departure events at the corresponding target station; The arrangement route model is used to simulate the train receiving route process and the train departure route process in the track section within the station; The specific operation rules of the arrangement route model are: Select the relevant route of track I of the target station, where track I includes a train receiving route section and a train departure route section; The train approach process includes passing through n turnout sections DG; After the platform stop time of track I is over, the train enters the n switch sections DG of the departure route; after positioning to the exit, when the train clears the terminal track section, the resource occupation of the departure route of track I ends; in the arrangement route model, for the situation where multiple routes share the same track section, when the train enters different tracks to stop, the occupation right of the switch section resources of the shared train receiving route or departure route needs to be released before a new train receiving route or departure route can be established; The fault diagnosis model is used to report errors for events where the train cannot depart as planned. After the fault diagnosis model reports errors for events where the train cannot depart as planned, the target station comprehensive model is used to receive the adjusted train operation plan and perform simulation.

2. The railway station interlocking route protection system based on time-delay Petri net according to claim 1 is characterized in that: The delay Petri net is defined as: Suppose a time-delay Petri net is ,in is a time function defined on the transition: , The value is a non-negative real number; , its physical meaning is that it must pass The consumption change of the time unit It will be emitted only when a certain mark meets the conditions After The transition connected to its output arc will be emitted after a unit of time. The delay of the transition is not an instantaneous process, but the emission behavior is an instantaneous process. The meanings of the places and transitions involved in the target station comprehensive model are shown in the following table: 。 3. The railway station interlocking route protection system based on time-delay Petri net according to claim 2 is characterized in that: The turnout sections included in the IG train-receiving route are 1DG, 7DG, and 13DG, respectively, and the turnout sections included in the train-departing route are 10DG and 2DG, respectively; The arrangement route model is specifically as follows: The starting place of the IG pick-up route in the model is X I1 , the turnout sections include: 1DG, 7DG, 13DG, when the turnout sections 1DG, 7DG, 13DG corresponding to the warehouse , and When both are marked, changes Enable and take away the library , , and Token, and send a token to the library , indicating that the IG pick-up route has started, and the ownership of related resources is occupied by the IG pick-up route; change The delay indicates the time it takes for the train to clear the 1DG section. When the delay is exhausted, the transition Send a token to the library Take away the library Token and return a token to the library , indicating the turnout section Unlocked and available for use by other routes; library and Process and Library same; When the change When the delay expires, it enables the launch to take away the library The token is returned to the storage place. , so far the IG's car pick-up route ends, at this time the warehouse , and All are marked and can be occupied by other vehicle access routes in the downlink direction; When the train stops at IG, the model changes After enabling the launch, the library is marked, if the library and Marked, that is, the switch sections 10DG and 2DG are in unlocked state, and the departure route can be declared.

4. The railway station interlocking route protection system based on time-delay Petri net according to claim 3 is characterized in that: In the fault diagnosis model, the meanings of the places and transitions involved are shown in the following table: 。 5. The railway station interlocking route protection system based on time-delay Petri net according to claim 4 is characterized in that: The fault diagnosis model is used in conjunction with the arrangement route model. The fault diagnosis model is set at the starting point and station location of the track vehicle route; when the IG vehicle is dispatched, it starts at the depot. is marked, if the library and All are marked, changes Enable and take away the library , and Token, and send a token to the library , indicating the start of the departure route; but if and If not marked at the same time, the transition The enabling condition of is not met, so the transition Enable, take away the library The token of the fault library is sent at the same time. , at this time a fault alarm is given.

6. The railway station interlocking route protection system based on time-delay Petri net according to claim 5 is characterized in that: change and Although the delay is the same, the change Has a lower transmission priority, that is, the transition occurs when both are enabled at the same time emission.

7. A site deployment method for a railway station interlocking route protection system based on a time-delay Petri net according to any one of claims 1 to 6, characterized in that: The steps include: Step 1: Perform time-delay Petri net modeling on at least one target station of a known railway to obtain a comprehensive model of the target station; Step 2: Perform simulation verification of the actual operation plan on the model; debug the target station comprehensive model according to the simulation verification results, if the preset fault location in the comprehensive model is consistent with the preset problem in the simulation verification process; It indicates that the comprehensive model of the target station is qualified; Step 3: Apply the comprehensive model of the target station to the dynamic process of the train receiving route and the train departure route of the corresponding target station to protect the railway station interlocking route protection system.

8. The site deployment method according to claim 7, characterized in that: In step 2, Step 2.1: Data preparation: Name the in-station scheduling plans of the target stations respectively, and preset the faulty parts in the models of the uplink and downlink directions respectively; Step 2.2: Feasibility verification: Use model simulation to verify the obtained station scheduling plan to check whether it contains the marked faulty library; Specifically, the train operation plan is converted into the delay of each transition in the model. After the unit time is determined, the transition delay corresponding to the clearing time of each track is calculated respectively; The arrival time of one of the trains is used as the time baseline. The difference between the arrival time of the remaining trains and the time baseline is calculated according to the unit time method and added to the train arrival library. , The connected transition delays allow the departure time differences to be reflected in the model; The clearing time of each track section is matched with the corresponding transition delay, and assigned to the comprehensive protection model in the up and down directions. The initial identification of the fault library of the network structure is: , since all faulty places are not marked in the initial state, ; At this point, the model can be simulated and verified; Step 2.3: Calculate the reachable identification graph of the model, only observe the faulty places, and select the reachable identifications that are not 0; by observing the calculation results of the reachable identifications, observe that the faulty places are not 0 under each reachable identification; Step 2.4: Result analysis: The marked faulty library can be located through the reachable identification calculation result. According to the meaning of the mark of the faulty library, the cause of the problem can be located and the corresponding operation plan can be adjusted.

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