Train operation adjustment methods, devices, systems and trains

Abstract

This invention discloses a train operation adjustment method, device, system, and train. The method includes the following steps: sending the train's operation data and operation plan to a cloud platform; the cloud platform broadcasting the operation status of each train to all trains in the train operation system based on the operation data and operation plans of each train; obtaining the deviating trains and their deviation data in the train operation system based on the operation status of each train; and, when the train itself is not a deviating train, identifying the deviating trains that have path conflicts with the train itself based on the deviation data and the interaction data between the train and other trains. The deviating trains are those whose operation data deviates from the corresponding operation plan; and, when it is determined that the deviating train with a path conflict can pass through the conflict path within the corresponding deviation time, adjusting the time for the train to pass through the conflict path based on the deviation time. This method can complete autonomous operation adjustment before train deviation occurs, thereby effectively reducing or avoiding train deviation events.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a train operation adjustment method, device, system, and train. Background Technology

[0002] In existing technologies, the main method for adjusting the operation of rail transit lines is as follows: after a train arrives at a station, the actual arrival time is compared with the arrival time in the timetable to determine if the train is late or early. If there is a deviation from the current timetable, the train's stopping time at the current station and its arrival time at the next station are adjusted accordingly. However, this method has the following shortcomings:

[0003] 1) The arrival time deviation can only be compared after the train arrives at the station. Adjusting the time node has limitations and is only a remedial measure after an early or late arrival event has already occurred;

[0004] 2) If a train delay or early arrival occurs between two stations on a line, with a long section in between but a short section following, it will significantly impact the train's on-time arrival rate. Compensation may be required at multiple subsequent stations. This situation can easily affect the passenger travel experience and, in severe cases, may even lead to complaints.

[0005] 3. Frequent delays on trains arriving early or late may lead to conflict checks, i.e., conflicts over right-of-way. If the number of delayed trains increases, it may affect other trains operating on time on the line. Summary of the Invention

[0006] This invention aims to at least partially solve one of the technical problems in related technologies. Therefore, one objective of this invention is to provide a train operation adjustment method that enables autonomous adjustment of train operation before deviation occurs, thereby effectively reducing or avoiding train deviation events.

[0007] The second objective of this invention is to provide a train operation adjustment device.

[0008] The third objective of this invention is to propose a train.

[0009] The fourth objective of this invention is to provide a train operation adjustment system.

[0010] To achieve the above objectives, a first aspect of the present invention provides a train operation adjustment method, the method comprising the following steps: sending the train's operation data and operation plan to a cloud platform, wherein the cloud platform is used to broadcast the operation status of each train to all trains in the train operation system based on the operation data and operation plan of each train; obtaining the deviating trains and their deviation data in the train operation system based on the operation status of each train, and when the train is not a deviating train, identifying the deviating trains that have path conflicts with the train based on the deviation data and the interaction data between the train and other trains, wherein the deviating trains are trains whose operation data deviates from the corresponding operation plan; and adjusting the time for the train to pass through the conflicting path based on the deviation time when it is determined that the deviating trains that have path conflicts with the train can pass through the conflicting path within the corresponding deviation time.

[0011] To achieve the above objectives, a second aspect of the present invention provides a train operation adjustment device, including a memory, a processor, and a computer program stored in the memory. When the computer program is executed by the processor, it implements the above-described train operation adjustment method.

[0012] To achieve the above objectives, a third aspect of the present invention provides a train including the train operation adjustment device described above.

[0013] To achieve the above objectives, a fourth aspect of the present invention provides a train operation adjustment system, comprising: a plurality of trains as described above, wherein adjacent trains are communicatively connected; and a cloud platform, wherein the cloud platform is communicatively connected to each of the trains.

[0014] The train operation adjustment method, device, system, and train of the present invention can complete autonomous operation adjustment before the train deviates, thereby effectively reducing or avoiding the occurrence of train deviation events.

[0015] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0016] Figure 1 This is a flowchart of a train operation adjustment method according to an embodiment of the present invention;

[0017] Figure 2 This is a schematic diagram illustrating the communication between a train and a vehicle operation cloud, as an example of the present invention.

[0018] Figure 3 This is a schematic diagram of a vehicle controller as an example of the present invention;

[0019] Figure 4This is a flowchart of a train operation adjustment method according to a specific embodiment of the present invention;

[0020] Figure 5 This is a structural block diagram of the train operation adjustment device according to an embodiment of the invention;

[0021] Figure 6 This is a structural block diagram of a train according to an embodiment of the present invention;

[0022] Figure 7 This is a structural block diagram of the train operation adjustment system according to an embodiment of the present invention. Detailed Implementation

[0023] In related technologies, the main method is to compare the actual arrival time of the train with the arrival time in the timetable to determine if the train is late or early. If there is a deviation from the current timetable, the train's stopping time at the current station and its arrival time at the next station are adjusted to make up for it.

[0024] In the aforementioned technologies, the arrival time deviation is compared only after the train arrives at the station. This is achieved by comparing train arrival / delay events with the planned and actual train schedules via a communication server, generating adjustment data between platforms in the schedule. This technology has limitations; it can only identify trains that have already experienced arrival / delay events and can only adjust trains affected by these events, failing to proactively avoid congestion or detours. For lines with frequent arrival / delay events, this can lead to conflict checks, i.e., conflicts in train right-of-way usage. An increase in delayed or absent trains may affect other punctual trains on the line, potentially impacting passenger travel experience and, in severe cases, even leading to complaints. Therefore, this invention proposes a new train operation adjustment scheme.

[0025] Embodiments of the present invention are described in detail below. Examples of these embodiments are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0026] The following is a reference appendix. Figure 1-7 This invention describes a train operation adjustment method, apparatus, system, and train according to embodiments of the present invention.

[0027] Figure 1 This is a flowchart of a train operation adjustment method according to an embodiment of the present invention.

[0028] In embodiments of the present invention, the train operation adjustment method can be used on a train and executed by the train's vehicle controller. For example... Figure 1 As shown, the train operation adjustment method includes the following steps:

[0029] S1 sends the train's driving data and operation plan to the cloud platform. The cloud platform then broadcasts the operation status of each train to all trains in the train operation system based on the driving data and operation plan of each train.

[0030] In this embodiment, "this vehicle" refers to the train itself. The train operation data may include at least one of the following: actual arrival time, actual stop time, actual departure time, actual travel time within the section, and actual time to the next station. The operation plan may include the planned arrival time, planned stop time, planned departure time, planned travel time within the section, and planned time to the next station.

[0031] Optionally, the train operation data may also include the train identification number, current location, and next operating point stopping location, and the operation data may be periodically reported to the cloud platform. The cloud platform, also known as the train operation cloud, can be the control center of the train operation system.

[0032] As an example, the cloud platform can determine whether each train has deviated from its designated route. Specifically, it determines whether the train's operation data deviates from the corresponding schedule and generates deviation information when deviation occurs. This deviation information can include train identification information, as well as the deviation time, location, and point in time of the deviation.

[0033] As another example, a train can determine whether it has deviated from its operating plan. Specifically, it determines whether the train's data deviates from the schedule, generates deviation information when a deviation occurs, and sends this information to a cloud platform. This deviation information can include train identification details, as well as the deviation time, location, and point in time of the deviation. Compared to examples where a cloud platform is used to determine deviating trains, this example involves the determination being performed on each individual train, significantly reducing the computational complexity of the cloud platform.

[0034] Determining whether train operation data deviates from the operational plan may include: comparing at least one of the following in the train operation data—actual arrival time, actual stop time, actual departure time, actual travel time within the same section, and actual time to the next station—with at least one of the following corresponding in the operational plan: planned arrival time, planned stop time, planned departure time, planned travel time within the same section, and planned time to the next station; and determining whether the train operation data deviates from the operational plan based on the comparison result. For example, if after a train arrives at a station, and the actual arrival time is detected as 10:30, which is earlier than the corresponding planned arrival time of 10:35, then it can be determined that the train has deviated from the corresponding operational plan, and the deviation information (such as deviation time, 5 minutes) can be sent to the cloud platform; similarly, if after a train arrives at a station, and the actual arrival time is detected as 5 minutes earlier than the corresponding planned arrival time, and after the train departs, the actual departure time is earlier than the corresponding planned departure time of 7 minutes, then it can be determined that the train has deviated from the corresponding operational plan, and the deviation information (such as deviation time, 7 minutes) can be sent to the cloud platform.

[0035] In this embodiment, see Figure 2 All trains on the tracks can communicate with the train operation cloud (i.e., cloud platform). The ATS (Automatic Train Supervision System) distributes the operation plans of each train to the corresponding VOBC (Vehicle On-Board Controller), which stores the operation plans. During train operation, real-time train operation data can be acquired and compared with the operation plan to determine whether the train has deviated from the plan. When a deviation occurs (the corresponding train is recorded as the deviating train), the deviation information is sent to the cloud platform.

[0036] Meanwhile, after obtaining the operation plan and train operation data, the train can also send the operation plan and train operation data to the train operation cloud. The train operation cloud stores the train operation data and operation plan of all trains, and can send the received deviation information, the operation plan of each train, and the train operation data to all trains.

[0037] In an embodiment of the present invention, if the train operation data of all trains does not deviate from the operation plan, that is, if all trains are not deviating trains, then each train does not need to make operation adjustments and can perform its tasks according to the line operation plan.

[0038] S2. Based on the operation status of each train, obtain the deviation data of the deviating train in the train operation system. When the train is not a deviating train, based on the deviation data and the interaction data between the train and other trains, obtain the deviating trains that have path conflicts with the train. Among them, the deviating train is the train whose driving data deviates from the corresponding operation plan.

[0039] In this embodiment, the deviation data of the deviating train is obtained based on the train's operation data and schedule. The deviation data may include the deviation time, the distance between the current location and the conflicting location on the conflict path, the current operating speed, and the speed limit information for the train's current area. Interactive data includes operating area occupancy information and trackside resource usage information. Trackside resources include at least one of turnouts, trackside station buttons, signals, and platform screen doors. Operating area occupancy information may include information used to determine the train's operating area occupancy status, such as its current location on the operating line, the next operating station stop, the distance to the next station, and the distance traveled. Each train can also broadcast information such as battery level and remaining range to adjacent trains.

[0040] As an example, the train operation cloud can determine the trains adjacent to the deviating train based on deviation information, the operation plan of each train, and train operation data. Then, it can send the deviation data of the deviating train to the aforementioned adjacent trains so that the adjacent trains can determine whether the deviating train has a path conflict with its own train based on the train-to-train communication between adjacent trains.

[0041] As another example, each train can determine whether there is a deviating train adjacent to it based on deviation information, train operation plans, and train data. Then, based on train-to-train communication between adjacent trains, it can determine whether the deviating train has a path conflict with its own train.

[0042] Specifically, see Figure 3 The autonomous adjustment module and path selection and movement authorization module of this vehicle determine whether there is a path conflict between the deviating vehicle and the main vehicle. This is achieved by reading the usage areas selected by both the main vehicle and the deviating vehicle, and determining whether these areas are simultaneously occupied in the same direction at the same time. It also involves reading the same trackside resources such as switches, trackside station buttons, signals, and platform doors, and determining whether these resources have received usage requests from different vehicles simultaneously, thus determining whether the deviating vehicle affects the main vehicle. If the deviating vehicle does not affect the main vehicle, the main vehicle continues to operate normally. Simultaneously, the deviating vehicle can adjust the main vehicle's speed towards the target platform to ensure the main vehicle arrives on time (which could be the next station after the deviating vehicle's current position). Specifically, the deviating vehicle's automatic driving module can autonomously adjust its speed based on the arrival time and distance to the target platform to ensure the deviating vehicle arrives on time.

[0043] For example, see Figure 2Train E is a deviating train; its actual arrival time at platform A (station 201) is earlier than the scheduled arrival time in the operation plan. Train E periodically sends its operation data to the operation cloud, and can also send deviation information to the operation cloud when a deviation occurs. After receiving the deviation information from Train E, the operation cloud combines the operation data of other trains and the operation plan to generate deviation data, which is then sent to Trains B, C, and D. After receiving the deviation data from Train E, each train, based on the interaction data from its communication with adjacent trains, determines whether Train E's deviation affects its own train, such as whether there are conflicts in route selection and trackside resource usage between Train E and its own train.

[0044] In this example, train E operates on a short route and needs to turn back at station 101. Specifically, train E enters the station laterally and exits directly, making a pre-station turnaround. Train E enters platform 101 via path BE, then turns back at platform 101 and exits directly via path EF. Train B departs from platform 201 and travels upwards towards platform 101, traveling via path BG, which corresponds to logical segment BG. Train D departs from platform 101 and travels downwards towards platform 201, traveling via path EF, which corresponds to logical segment EF. Train C departs from platform 101 and travels towards platform 201 in the downward direction, traveling via path EF, which corresponds to logical segment FE.

[0045] Assume that trains E, B, C, and D are all on time, but train E passes through the conflicting path later than train C. At a certain moment, the positions of trains E, B, C, and D are as follows: Figure 2 As shown. At this moment, when train E is determined to be the deviating train, and trains B, C, and D are all running on time, train B will combine deviation data and interaction data to determine that there is no path conflict between the deviating train E and its own train, and it will not affect its own train; train D will also determine that there is no path conflict between the deviating train E and its own train, and it will not affect its own train. At this time, train D is not adjacent to train E, and the two trains do not need to interact with each other; train E needs to use path BE, and train C needs to use path EF, but the two cannot be implemented at the same time. The reason is that the turnout corresponding to the logical segment EF is locked in the position, and the turnout corresponding to the logical segment BE is locked in the reverse position. The turnout cannot be moved to the position and reverse position at the same time. Therefore, train C will combine deviation data and interaction data to determine that there is a path conflict between the deviating train E and its own train, and it will affect its own train.

[0046] It should be noted that if trains E, B, C, and D are all on time, and train E passes through the conflicting route earlier than train C, then if train E is delayed, trains C and E can make corresponding operational adjustments based on the delay time.

[0047] S3, when it is determined that a vehicle that deviates from the path that conflicts with the current vehicle can pass through the conflicting path within the corresponding deviation time, the time for the current vehicle to pass through the conflicting path is adjusted according to the deviation time.

[0048] As an example, when this train is a deviating train that has a path conflict with other trains, it can be determined whether this train can pass through the conflicting path within the deviation time based on the deviation time in the deviation data of this train, the distance between the current location and the conflicting location in the conflicting path, the current operating speed, and the speed limit information of the area to which the train currently belongs.

[0049] Specifically, see Figure 2 Train E is a deviating train that conflicts with train C on its path. Train E can determine, based on the deviation time t, the length of the conflict path l, its current operating speed v1, and the speed limit information vmax of its current area, whether it can exit the station via path EF (i.e., pass through conflict path BF) before train C reaches the conflict position, and whether its maximum operating speed cannot exceed vmax. If it can, train E adjusts its operating speed to pass through conflict path BF before train C reaches the conflict position. If it cannot, train E sends a message to train C indicating that it cannot pass through the conflict path, so that train C can adjust its time to pass through the conflict path based on the deviation time.

[0050] As an example, adjusting the time for the vehicle to pass through the conflicting path based on the deviation time may include: adjusting the time for the vehicle to pass through the conflicting path to the difference between the on-time time and the deviation time of the vehicle passing through the conflicting path.

[0051] See Figure 2 Assume that in the train C's operation plan, the time for train C to travel from platform 101 to platform 201 is T. 总， The punctuality time of train C from point E to point F is T1, and the punctuality time of train C from point F to point H is T2. T1 + T2 = T 总 After receiving deviation data from train E from the train operation cloud and information indicating that it cannot pass through the conflicting path within the deviation time, train C can determine an operational adjustment plan by combining train C's operation plan with the interactive data obtained through train-to-train communication with trains E and D. For example, if the conclusion is that train C will travel through path EF at a higher speed to shorten T1, the adjusted travel time of train C through path EF will be T1', where T1' = T1 - t < T1, and t is the deviation time. Thus, intelligent adjustment can avoid path conflicts and impacts on other trains. It should be noted that during the adjustment process of train C, train E can continue to operate at its current speed.

[0052] In one embodiment of the present invention, after the vehicle passes through the conflict path, the vehicle's speed toward the target station can be adjusted so that the vehicle arrives at the target station on time.

[0053] Specifically, see Figure 2To ensure that train C can travel from platform 101 to platform 201 on time, train C can travel through path FH at a lower speed than its original speed, thereby increasing the travel time through path FH. After the adjustment, the travel time of train C through path FH is T2', where T2' > T2, and T1' + T2' = T. 总 .

[0054] Therefore, by allowing train C to autonomously change the transit time of each route without affecting the arrival time, train C can both run on time and avoid route conflicts and impacts on other trains through intelligent adjustments.

[0055] Accordingly, see Figure 2 If train E is a deviating train, and it can pass through the conflict path within the deviation time, then after passing through the conflict path, train E can adjust its running speed toward the target platform so that it can arrive at the target platform on time.

[0056] It should be noted that while making operational adjustments, the train operation cloud can send information to other trains in real time. Other trains can then use this information and data from neighboring trains to determine whether to make independent adjustments and appropriate processing.

[0057] In one specific embodiment of the present invention, such as Figure 4 As shown, each train sends its operation data and schedule to the train operation cloud, which then broadcasts the operation status of each train to all trains. Each train can determine whether it is a deviating train based on its own operation data and schedule, i.e., whether it has experienced an early or late arrival event. If not, it proceeds normally according to the schedule. If so, it sends relevant information to the train operation cloud, which then broadcasts the deviation data of the deviating train to all trains, or trains related to the deviating train. After receiving the deviation data, the train stores it in the autonomous adjustment module in the vehicle controller and, combined with the interaction data with adjacent trains read by the path planning and movement authorization module, determines whether the deviating train has a path conflict with its own. If not, the deviating train adjusts its operation to arrive at the target platform on time; if so, it filters out deviating trains with path conflicts.

[0058] Furthermore, the deviating train can determine whether it can pass through the conflict path within the deviation time based on the deviation data. If it can, it will pass through the conflict path at a speed sufficient for passage. After passing through the conflict path, the deviating train can adjust its speed according to the target station and its on-time arrival time to ensure punctual arrival. If it cannot, it will send information to the conflicting train, which will adjust its passage time through the conflict path. After passing through the conflict path, it will continue to adjust its operation to ensure punctual arrival at the target station. When adjusting its passage time through the conflict path, the conflicting train can first identify the conflict location within the conflict path, such as the endpoint, and adjust its operation based on the distance between the conflicting train and that endpoint. Similarly, when adjusting its operation strategy to reach the target station, it can first determine the target location based on the target station.

[0059] It should be noted that the target platforms and conflicting routes mentioned above refer to the specific trains mentioned. Different trains may have the same or different target platforms. When two trains have conflicting routes, the conflicting route is the route that the corresponding trains need to take, which may be the same or different (see [link]). Figure 2 Trains C and E in the text have different conflict routes.

[0060] As a feasible implementation method, each train can be equipped with a switch to control the train to perform the aforementioned train operation adjustment method. For example, a switch corresponding to the train operation adjustment function can be installed on the train's interaction panel, and whether to activate the switch can be determined according to the needs of the line. For lines that do not require excessive dispatcher intervention, the switch can be activated to start the train operation adjustment function, allowing the train to autonomously adjust its operation according to the aforementioned train operation adjustment method. Conversely, for lines that require excessive dispatcher intervention, the switch can be deactivated to disable the train operation adjustment function. This ensures both highly intelligent and autonomous train operation and increases the user-friendliness of the human-machine interface.

[0061] In summary, this invention does not rely on statistics of past train delays. Through train operation cloud storage technology, all trains can send their own operation plan information, train resource usage, and train operation data to the train operation cloud. Once a train or several trains experience a plan deviation event, the train operation cloud can send the impact information to the corresponding affected trains in real time, thereby enabling trains to make autonomous adjustments.

[0062] Meanwhile, this invention breaks through the existing vehicle-to-ground communication link, enabling resource exchange and route reading between adjacent trains through vehicle-to-vehicle communication. Information such as the next operating station's stopping point, mileage traveled, distance to the next station, battery level, remaining range, and trackside resource usage can be broadcast to adjacent trains. Adjacent trains receive this information and, in conjunction with the information sent by the train operation cloud, autonomously adjust their operation plans. Thus, by using the combined information exchange between the "brain" (train operation cloud) and the "eyes" (adjacent trains) for train operation adjustments, intelligent autonomous adjustments can be completed before potential early / late arrivals, effectively resolving train deviations from the plan and efficiently reducing or avoiding early / late arrival events.

[0063] Based on the train operation adjustment method of the above embodiments, the present invention also proposes a computer-readable storage medium.

[0064] In this embodiment, a computer program is stored on a computer-readable storage medium. When the computer program is executed by a processor, it implements the train operation adjustment method of the above embodiment.

[0065] Based on the train operation adjustment method described in the above embodiments, the present invention also proposes an electronic device.

[0066] In this embodiment, the electronic device includes a memory, a processor, and a computer program stored in the memory. When the computer program is executed by the processor, it implements the train operation adjustment method of the above embodiment.

[0067] Figure 5 This is a structural block diagram of the train operation adjustment device according to an embodiment of the present invention.

[0068] like Figure 5 As shown, the train operation adjustment device 100 includes: an acquisition module 110, a first communication module 120, a second communication module 130, a determination module 140, and an adjustment module 150.

[0069] Specifically, the acquisition module 110 is used to acquire the train's driving data and operation plan. The first communication module 120 is used to send the driving data and operation plan to the cloud platform, and to receive deviation data of deviating trains sent by the cloud platform. The second communication module 130 is used to interact with other trains to obtain interaction data, and to receive information from deviating trains that conflict with the train's path, indicating that they cannot pass through the conflicting path within the deviation time. The determination module 140 is used, when the train is not a deviating train, to identify deviating trains that conflict with the train's path based on the deviation data and the interaction data between the train and other trains. The adjustment module 150, when the second communication module 130 receives information from deviating trains that conflict with the train's path, indicating that they cannot pass through the conflicting path within the deviation time, adjusts the time for the train to pass through the conflicting path based on the deviation time.

[0070] The interactive data includes information on the occupancy of the train operation area and information on the use of trackside resources. Trackside resources include at least one of the following: turnouts, trackside station buttons, signals, and platform screen doors.

[0071] In one embodiment of the present invention, the determining module 140 can also be used to determine whether the vehicle is a deviating vehicle by means of the following:

[0072] Compare at least one of the actual arrival time, actual stop time, actual departure time, actual interval travel time, and actual time to the next station in the driving data with at least one of the planned arrival time, planned stop time, planned departure time, planned interval travel time, and planned time to the next station in the operation plan; determine whether the vehicle is a deviating vehicle based on the comparison result.

[0073] In one embodiment of the present invention, the adjustment module 150 can also be used to: after the vehicle passes through the conflict path, adjust the running speed of the vehicle towards the target station so that the vehicle arrives at the target station on time.

[0074] In one embodiment of the present invention, the determining module 140 can be used to determine whether the train can pass through the conflict path within the deviation time when the train is a deviating train that has a path conflict with other trains, based on the deviation time in the deviation data of the train, the distance between the current position and the conflict position in the conflict path, the current running speed, and the speed limit information of the area to which the train currently belongs.

[0075] In one embodiment of the present invention, the adjustment module 150 can also be used to: adjust the running speed of the train towards the target station when the train is a deviating train and there is no path conflict with other trains, so that the train arrives at the target station on time.

[0076] In one embodiment of the present invention, when adjusting the time for the vehicle to pass through the conflict path according to the deviation time, the adjustment module 150 is specifically used to adjust the time for the vehicle to pass through the conflict path to the difference between the on-time time and the deviation time of the vehicle passing through the conflict path.

[0077] It should be noted that for other specific embodiments of the train operation adjustment device of the present invention, please refer to the specific embodiments of the train operation adjustment method of the above embodiments of the present invention.

[0078] The train operation adjustment device of this invention can complete intelligent and autonomous adjustment of the train before the occurrence of early / late train departures, thereby effectively reducing or avoiding the occurrence of early / late train departures.

[0079] The present invention also proposes a train.

[0080] In one embodiment of the present invention, such as Figure 6 As shown, the train 200 includes the train operation adjustment device 100 of the above embodiment.

[0081] In one embodiment of the present invention, the train 200 includes the electronic equipment described in the above embodiments.

[0082] The trains in this embodiment of the invention, through the train operation adjustment device or electronic equipment described above, can complete intelligent autonomous adjustment of the train before the occurrence of early / late train delays, thereby effectively reducing or avoiding the occurrence of early / late train delays.

[0083] Figure 7 This is a structural block diagram of the train operation adjustment system according to an embodiment of the present invention.

[0084] like Figure 7 As shown, the train operation adjustment system 300 includes: a cloud platform 400 and multiple trains 200.

[0085] In this embodiment, adjacent trains 200 are connected by communication, and the cloud platform 400 is connected by communication with each train 200.

[0086] The train operation adjustment system of this invention can intelligently and autonomously adjust the train before deviations (early / late arrivals) occur, thereby effectively reducing or avoiding the occurrence of early / late arrival events.

[0087] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0088] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0089] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0090] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0091] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0092] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0093] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0094] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A method for adjusting train operation, characterized in that, The method includes the following steps: The train's driving data and operation plan are sent to the cloud platform, which is used to broadcast the operation status of each train to all trains in the train operation system based on the driving data and operation plan of each train. Based on the operation status of each train, the deviating train and the deviation data of the deviating train in the train operation system are obtained. When the train itself is not a deviating train, based on the deviation data and the interaction data between the train and other trains, the deviating train that has a path conflict with the train itself is obtained. The deviating train is the train whose driving data deviates from the corresponding operation plan. Based on the deviation time, the distance between the current location and the conflict location in the conflict path, the current operating speed, and the speed limit information of the area to which the train currently belongs, it is determined whether the deviating vehicle can pass through the conflict path within the deviation time. When it is determined that a deviating vehicle that conflicts with the main vehicle can pass through the conflicting path within the corresponding deviation time, the running speed of the deviating vehicle is adjusted to ensure that the deviating vehicle passes through the conflicting path before the main vehicle reaches the conflicting position. When it is determined that a vehicle that deviates from the path and conflicts with the vehicle cannot pass through the conflicting path within the corresponding deviation time, the time for the vehicle to pass through the conflicting path is adjusted according to the deviation time. Specifically, the time for the vehicle to pass through the conflicting path is adjusted to the difference between the on-time time for the vehicle to pass through the conflicting path and the deviation time.

2. The train operation adjustment method as described in claim 1, characterized in that, The following methods can be used to determine whether a train has deviated from its course: At least one of the actual arrival time, actual stop time, actual departure time, actual interval travel time, and actual time to the next station in the train's operation data is compared with at least one of the planned arrival time, planned stop time, planned departure time, planned interval travel time, and planned time to the next station in the corresponding operation plan. The comparison results will determine whether the train is a deviating train.

3. The train operation adjustment method as described in claim 1, characterized in that, The method further includes: After the vehicle passes through the conflict path, the vehicle's speed is adjusted to ensure that the vehicle arrives at the target station on time.

4. The train operation adjustment method as described in claim 1, characterized in that, When the train is a deviating train and there is no path conflict with other trains, the method further includes: Adjust the speed of the vehicle as it travels toward the target station so that the vehicle arrives at the target station on time.

5. The train operation adjustment method as described in claim 1, characterized in that, The step of adjusting the time for the vehicle to pass through the conflict path based on the deviation time includes: The time when the vehicle passes through the conflict path is adjusted to the difference between the on-time time and the deviation time when the vehicle passes through the conflict path.

6. The train operation adjustment method as described in claim 1, characterized in that, The interactive data includes information on the occupancy of the train operation area and information on the use of trackside resources. Trackside resources include at least one of turnouts, trackside station buttons, signals, and platform screen doors.

7. A train operation adjustment device, comprising a memory, a processor, and a computer program stored in the memory, characterized in that, When the computer program is executed by the processor, it implements the train operation adjustment method as described in any one of claims 1-6.

8. A train, characterized in that, Includes the train operation adjustment device as described in claim 7.

9. A train operation adjustment system, characterized in that, include: Multiple trains as described in claim 8, with adjacent trains communicating with each other; A cloud platform, which is communicatively connected to each of the trains.

Images