A train operation control method and device based on resource management
By acquiring train information and rationally allocating line resources, the problem of high line resource occupancy has been solved, enabling efficient resource utilization of multiple trains and improving resource management efficiency and system performance.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- GUANGZHOU METRO DESIGN & RES INST CO LTD
- Filing Date
- 2023-02-13
- Publication Date
- 2026-06-26
Smart Images
Figure CN116353663B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of train operation control technology, and in particular to a train operation control method and apparatus based on resource management. Background Technology
[0002] Currently, urban rail transit train operation control is mainly based on CBTC (Communication-Based Train Control System), where ground equipment performs continuous train operation control. This primarily involves interlocking equipment arranging train routes according to route control commands. Trains autonomously locate themselves on these pre-arranged routes and transmit train information to ground ATP (Automatic Train Protection) equipment via vehicle-to-ground communication. The ground ATP equipment then calculates the track resources required for the train to travel from its current position to the destination of its mission, as well as the train's movement authorization. However, this train control method allocates all track resources to a single train, preventing other trains from using those allocated resources, resulting in high track resource occupancy. Therefore, improving the overall utilization rate of track resources is a pressing issue that needs to be addressed. Summary of the Invention
[0003] This invention provides a train operation control method and apparatus based on resource management, which can improve the utilization rate of railway line resources.
[0004] One embodiment of the present invention provides a train operation control method based on resource management, comprising:
[0005] Acquire information on several communication trains and the first train information of each communication train; the first train information includes: train location, track resources occupied by the train body, train direction of travel, train mileage information, and operating task;
[0006] Acquire information on several non-communication trains and the second train information for each non-communication train; the second train information includes: train location, track section occupied by the train, train direction of travel, and mission.
[0007] Based on the information of each first train, determine the line resources required for each allocation cycle when each communication train runs to the next resource allocation point, and calculate the movement authorization of the communication train in the corresponding cycle at the end of each allocation cycle; wherein, the line resources include any one or a combination of the following: turnout-free area resources and turnout area resources;
[0008] Based on the information of each second train, determine the line resources that each non-communication train needs to be allocated to reach the next resource allocation point;
[0009] Within each allocation cycle, the operation of corresponding communication trains is controlled according to the movement authorization of each communication train, while the operation of corresponding non-communication trains is controlled by the signal.
[0010] Furthermore, determining the line resources required for each communication train to reach the next resource allocation point based on the information of each first train includes:
[0011] The current position of the communication train is determined based on the first train information of each communication train. The line resources included in the route from the current position to the next resource allocation point along the train's direction of travel are also determined, along with the number of allocation cycles required to reach the next resource allocation point. In each allocation cycle, based on the next resource allocation point and the status of the line resources ahead, the corresponding allocation of non-turnout area resources and turnout area resources is determined. After the first allocation cycle ends, when executing subsequent allocation cycles, it is determined whether line resources need to be allocated in the current allocation cycle based on whether the line resources allocated in the previous allocation cycle are included in the next resource allocation point. The resource allocation points include: the end point of the running task, the end point of the platform parking protection area, the beginning point of the preceding conflicting resources, the beginning point of the turnout area, and the end point of the line.
[0012] Furthermore, the branchless region resources allocated for each allocation cycle include:
[0013] When the track resources ahead are in a non-interchangeable area and are not occupied by any non-communication trains, the unallocated track resources will be allocated to the current communication train.
[0014] When the track resources ahead are in a non-interchangeable area and are occupied by a non-communication train, the remaining unoccupied track resources after a track segment interval from the non-communication train's occupied track segment will be allocated to the current communication train.
[0015] When the line resource ahead is a non-interchangeable area resource and is occupied by a communication train, determine whether the current communication train and the occupying communication train are running in the same direction; if yes, the line resource is reassigned to the current communication train; if no, the current line resource is not reassigned.
[0016] Furthermore, the turnout area resources allocated for each allocation cycle include:
[0017] When the track resources ahead are unallocated turnout area resources, determine whether there are associated protective turnouts; if so, allocate the turnout area resources, protective turnouts, and corresponding protective positions to the current communication train; if not, allocate the turnout area resources to the current communication train.
[0018] When the track resources ahead are already allocated turnout area resources, determine whether the location and direction of the already allocated turnout area resources are the same as the current communication train's operating requirements; if yes, then the already allocated turnout area resources are reassigned to the current communication train; if no, then the current turnout area resources are not allocated.
[0019] When the track resources ahead are protective turnstiles of other allocated turntile area resources, and the location of the turntile area resources is the same as the turntile location required for the current communication train operation, the turntile area resources and the corresponding protective turnstiles will be repeatedly allocated to the current train.
[0020] When the track resources ahead are unallocated turnout area resources and the turnout area resources are connected to the turnaround rail, the turnout area resources and the turnaround rail are allocated to the current communication train.
[0021] Furthermore, after determining the line resources required for each communication train to reach the next resource allocation point based on the information from each of the first trains, the process also includes:
[0022] Determine whether there are multiple travel paths between the current location of the communication train and the next resource allocation point;
[0023] If so, the main driving route is used as the first line resource, and the other driving routes are used as the second line resource. When there is no conflict in the first line resource, the first line resource is used as the line resource to be allocated to the corresponding communication train to the next resource allocation point. When there is a conflict in the first line resource, the second line resource is used as the line resource to be allocated to the communication train to the next resource allocation point.
[0024] If not, the current travel path will be used as the line resources required for the corresponding communication train to reach the next resource allocation point.
[0025] Furthermore, determining the line resources allocated to each non-communication train to reach the next resource allocation point based on the information of each second train includes:
[0026] Based on the operation tasks of non-communication trains, starting from the track section occupied by the non-communication trains, the route extends along the direction of operation in units of track sections towards the resource allocation point until the next resource allocation point is reached. Then, the required line resources are determined based on the track section corresponding to the next resource allocation point.
[0027] Furthermore, before determining the allocated resources in the non-turnout area and the turnout area for each allocation cycle, the following steps are also included:
[0028] The trains are sorted according to their positions as both communication and non-communication trains to generate a train sequence.
[0029] Furthermore, after generating the train sequence, the process also includes:
[0030] Obtain the line resources allocated to each communication train and non-communication train in the previous cycle;
[0031] When it is detected that the line resources allocated to the communication train in the previous cycle have been occupied or cleared, the line resources in the previous cycle are unlocked; among them, the turnout area resources included in the line resources must be unlocked after the train clears the conflict protection area on the side of the turnout.
[0032] When it is detected that the track resources allocated to non-communication trains in the previous cycle are occupied, the track resources allocated to non-communication trains in the previous cycle are unlocked in units of track sections occupied by non-communication trains.
[0033] When it is detected that the line resources allocated in the previous cycle include the turnaround rail and the corresponding turnout area resources, the corresponding line resources in the previous cycle are unlocked after the communication train or non-communication train leaves the turnaround rail.
[0034] Furthermore, within each allocation cycle, after controlling the operation of the corresponding communication train according to the movement authorization of each communication train, and controlling the operation of the corresponding non-communication train with signals, the process also includes:
[0035] Once the train operation task is completed, the train sequence is regenerated based on the train's position after the operation, and the current communication trains and non-communication operation tasks are updated.
[0036] Based on the above method embodiments, the present invention provides corresponding apparatus embodiments;
[0037] One embodiment of the present invention provides a train operation control device based on resource management, including: a train information acquisition module, a line resource allocation module, and a train operation control module;
[0038] The train information acquisition module is used to acquire information about several communication trains and the first train information of each communication train; the first train information includes: train position, track resources occupied by the train body, train direction of travel, train mileage information, and operating task; and to acquire information about several non-communication trains and the second train information of each non-communication train; the second train information includes: train position, track section occupied by the train, train direction of travel, and operating task.
[0039] The line resource allocation module is used to determine the line resources required for each communication train to reach the next resource allocation point in each allocation cycle based on the information of each first train, and to calculate the movement authorization of the communication train in the corresponding cycle at the end of each allocation cycle; wherein, the line resources include any one or a combination of the following: turnout-free area resources and turnout area resources; and to determine the line resources required for each non-communication train to reach the next resource allocation point based on the information of each second train.
[0040] The train operation control module is used to control the operation of corresponding communication trains according to the movement authorization of each communication train in each allocation cycle, and to control the operation of corresponding non-communication trains by means of signals.
[0041] The following benefits can be obtained by implementing the present invention:
[0042] This invention provides a train operation control method and apparatus based on resource management. The method acquires information about communicating trains and non-communicating trains. For communicating trains, it determines the required line resources for each allocation cycle when the train reaches the next resource allocation point based on the acquired information. At the end of each allocation cycle, it calculates the movement authorization for the communicating train within that cycle and controls the corresponding communicating train's operation based on the calculated movement authorization within each cycle. For non-communicating trains, it determines the required line resources for the non-communicating train to reach the next resource allocation point based on the acquired information and controls the corresponding non-communicating train's operation through signals. By rationally dividing train line resources through resource allocation points and periodically allocating these resources, multiple trains can simultaneously occupy line resources, thus improving the utilization rate of line resources. Attached Figure Description
[0043] Figure 1 This is a schematic flowchart of a train operation control method based on resource management provided in an embodiment of the present invention.
[0044] Figure 2 This is a schematic diagram of a train based on resource management, provided by an embodiment of the present invention.
[0045] Figure 3 This is a schematic diagram of resource allocation in a branchless area of a train operation control method based on resource management, provided by an embodiment of the present invention.
[0046] Figure 4 This is a schematic diagram of turnout area resource allocation in a train operation control method based on resource management, provided by an embodiment of the present invention.
[0047] Figure 5 This is a schematic diagram of a train operation control device based on resource management, provided in an embodiment of the present invention. Detailed Implementation
[0048] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.
[0049] like Figure 1 As shown, an embodiment of the present invention provides a train operation control method based on resource management, comprising:
[0050] Step S1: Obtain information on several communication trains and the first train information for each communication train; wherein, the first train information includes: train position, track resources occupied by the train body, train direction of operation, train mileage information, and operation task;
[0051] Step S2: Obtain information on several non-communication trains and the second train information for each non-communication train; wherein, the second train information includes: train position, track section occupied by the train, train direction of travel, and travel task;
[0052] It should be noted that information for communicating trains is obtained through ground-based ATP equipment, while information for non-communicating trains is obtained by ground-based ATP equipment through trackside equipment detecting the track sections occupied by non-communicating trains. The operational tasks of both communicating and non-communicating trains are usually obtained through the control center in the corresponding train control system.
[0053] Step S3: Based on the information of each first train, determine the line resources required for each allocation cycle when each communication train runs to the next resource allocation point, and calculate the movement authorization of the communication train in the corresponding cycle at the end of each allocation cycle; wherein, the line resources include any one or a combination of the following: turnout-free area resources and turnout area resources;
[0054] Step S4: Determine the line resources required for each non-communication train to reach the next resource allocation point based on the information of each second train;
[0055] Step S5: In each allocation cycle, control the operation of the corresponding communication train according to the movement authorization of each communication train, and control the operation of the corresponding non-communication train with the signal.
[0056] For step S1, the train body occupies the line resources, that is, the distance from the front of the train to the rear of the train. The train mileage information includes the up and down lines, main line, siding and turnout information. The turnout information includes the turnout position information and the range of the turnout area occupied by the train.
[0057] For step S2, the track section occupied by the train is the track section occupied by the non-communication train on the current track. It should be noted that for the non-communication train, the track where the non-communication train is located is divided into multiple track sections, and the track section occupied by the non-communication train is the track section currently occupied by the communication train among the many track sections.
[0058] For step S3, in a preferred embodiment, determining the line resources required for each communication train to reach the next resource allocation point based on the information of each first train includes: determining the current position of the communication train based on the information of each first train, determining the line resources included in the route from the current position to the next resource allocation point along the train's direction of travel, and determining the number of allocation cycles required to reach the line resources included in the route to the next resource allocation point. Each allocation cycle determines the number of non-turning zone resources and turning zone resources allocated according to the next resource allocation point and the status of the line resources ahead. Specifically, after the first allocation cycle ends, when executing subsequent allocation cycles, it is determined whether line resources need to be allocated in the current allocation cycle based on whether the line resources allocated in the previous allocation cycle are included in the next resource allocation point. The resource allocation points include: the end point of the running task, the end point of the platform parking protection area, the beginning point of the conflicting resources ahead, the beginning point of the turning zone, and the end point of the line.
[0059] Specifically, the next resource allocation point for the communication train is determined based on its operational tasks. The train's current position is used to determine the line resources required to reach the next resource allocation point, and the multiple allocation cycles required to achieve this goal. Each allocation cycle determines the corresponding line resources to be allocated based on the usage or occupancy status of the line resources at the next resource allocation point and in the current direction of the communication train's operation. After the first allocation cycle ends, when executing subsequent allocation cycles, the allocation of line resources from the previous cycle is used to determine whether they extend to the next resource allocation point, and whether line resources need to be allocated in the current cycle. For example: If the line resources of the previous allocation cycle have been allocated to the next resource allocation point, and the communication train has not yet arrived at the resource allocation point, then there is no need to allocate line resources to the communication train again before it reaches the resource allocation point. Resource allocation is performed on the other trains that have arrived at the resource allocation points and need to be allocated new line resources. The resource allocation points include, but are not limited to: the end of the operation task, the end of the platform parking protection area, the beginning of the forward conflict resource, the beginning of the turnout area, and the end of the line. The number of turnout-free area resources and turnout area resources that the communication train needs to be allocated in each allocation cycle is determined, and the movement authorization of the corresponding train is calculated based on the allocated turnout-free area resources and turnout area resources.
[0060] It should be noted that the endpoint of the operation includes locations with parking points such as terminal stations, turnaround lines, and storage lines; the platform parking protection area is the protection area in front of the parking point in the automatic train operation mode to prevent the train from crossing the parking point and causing a conflict under the most unfavorable conditions; the end of the line is the position of the track stop; the beginning of the conflict resource ahead is the beginning of the unallocated track resource, which mainly includes track resources that are hostile to the direction of operation, track resources occupied by non-communication trains, and resources in the area of faulty turnouts;
[0061] In a preferred embodiment, before determining the allocated non-switching area resources and switching area resources for each allocation cycle, the method further includes: sorting the communication trains and non-communication trains according to the train positions of several communication trains and non-communication trains to generate a train sequence.
[0062] Specifically, the communication trains and non-communication trains are sorted according to their positions. During this sorting process, the positions and directions of the communication trains are marked, including the front and rear of the trains. The positions, directions, and track sections occupied by the non-communication trains are also marked. Ground-based ATP (Automatic Train Protection) equipment then sorts the trains based on their operational tasks and positions, generating a train sequence, which in turn determines the position of each train on the track. It should be noted that the generated train sequence is stored in a database.
[0063] In another preferred embodiment, after generating the train sequence, the method further includes: obtaining the line resources allocated to each communication train and non-communication train in the previous cycle; when it is detected that the line resources allocated to the communication train in the previous cycle are occupied or cleared, unlocking the line resources in the previous cycle; wherein, the turnout area resources included in the line resources must be unlocked after the train clears the turnout side conflict protection area.
[0064] When it is detected that the track resources allocated to non-communication trains in the previous cycle are occupied, the track resources allocated to non-communication trains in the previous cycle are unlocked in units of track sections occupied by non-communication trains; when it is detected that the track resources allocated in the previous cycle include turnaround rails and corresponding turnout area resources, the corresponding track resources in the previous cycle are unlocked after the communication train or non-communication train leaves the turnaround rails.
[0065] Specifically, resource unlocking is performed after the train sequence is generated. It primarily targets the track resources allocated to each train in the previous calculation cycle. This involves acquiring the track resources allocated to communication trains in the previous cycle. Once the train's position information indicates that a track resource is occupied or cleared, the corresponding occupied or cleared track resources are unlocked. If the unlocked resources include turnout area resources, the corresponding turnout area resources must be unlocked only after the train has cleared the side collision protection area resources of the turnout area. Track resources allocated to non-communication trains are unlocked on a per-section basis, based on the track sections occupied by the non-communication trains. For communication or non-communication trains performing turnaround operations, unlocking is performed when the train enters or leaves the turnaround track. Since all turnaround tracks require the use of turnout area resources, these resources must remain unlocked until the train leaves the turnaround track. It should be noted that unlocked turnout area resources are in an idle state, while allocated and locked resources are in a locked state. For line resources locked by communication trains, a conflict is assessed in the next allocation cycle. If there is no conflict, allocation can proceed again to allow parallel operation of communication trains. If there is a conflict, allocation is not permitted. For line resources not locked by communication trains, they cannot be allocated in the next allocation cycle, but unlocked resources can participate in the next cycle's allocation.
[0066] It should be noted that after the line resources are allocated, they enter a locked state. When a train occupies and clears the line resources in sequence, the corresponding line resources are automatically unlocked and enter an idle state. When the train operation task changes, the line resources that are no longer needed in the original operation task are automatically unlocked and enter an idle state. Furthermore, during the train's operation, the line resources occupied by the train are automatically unlocked and enter an idle state after the train clears the line. When a train operation task is manually canceled, after the train stops, all line resources cleared except for those occupied by the train's location, as well as the line resources already allocated to the train, are automatically unlocked and enter an idle state.
[0067] In a preferred embodiment, determining the allocated no-interchange area resources for each allocation cycle includes: when the preceding line resource is a no-interchange area resource and no non-communication train occupies it, allocating the unallocated line resources to the current communication train; when the preceding line resource is a no-interchange area resource and a non-communication train occupies it, allocating the remaining unoccupied line resources after a one-track-segment interval from the non-communication train's occupied track segment to the current communication train; when the preceding line resource is a no-interchange area resource and a communication train occupies it, determining whether the current communication train and the occupying communication train have the same running direction; if yes, the line resources are repeatedly allocated to the current communication train; if no, the current line resources are not allocated.
[0068] Specifically, during any allocation cycle, the following situations apply when allocating resources in a non-fork area: If there are no non-communication trains occupying track resources ahead, the unallocated track resources in the non-fork area ahead can be allocated to the current communication train. If non-communication trains occupy track resources ahead, to prevent them from entering the same track section and causing emergency braking of the communication train, the remaining unallocated track resources are allocated to the current communication train, with a gap of one track section before and after the non-communication train's occupied track section. If a communication train occupies a track resource ahead, it is determined whether the direction of travel of the occupied communication train is consistent with the direction of travel of the communication train currently participating in the track resource allocation. If the direction of travel of the occupied communication train is consistent with the current communication train, the track resources of the occupied communication train can be re-allocated to the current communication train, thus achieving tracking operation between communication trains.
[0069] In another preferred embodiment, determining the allocated turnout area resources for each allocation cycle includes: when the current line resource is an unallocated turnout area resource, determining whether there is an associated protective turnout; if yes, allocating the turnout area resource, the protective turnout, and the corresponding protective position to the current communication train; if no, allocating the turnout area resource to the current communication train; when the current line resource is an allocated turnout area resource, determining whether the position and direction of the allocated turnout area resource are the same as the current communication train's operating requirements; if yes, repeatedly allocating the allocated turnout area resource to the current communication train; if no, not allocating the current turnout area resource; when the current line resource is a protective turnout of another allocated turnout area resource, and the position of the turnout area resource is the same as the turnout position required by the current communication train's operating requirements, repeatedly allocating the turnout area resource and the corresponding protective turnout to the current train; when the current line resource is an unallocated turnout area resource and the turnout area resource is connected to a turnaround rail, allocating the turnout area resource and the turnaround rail to the current communication train.
[0070] Specifically, when allocating turnout area resources, the requirements for lateral conflict protection and parallel operation must be met. Within any allocation cycle, the following situations occur during turnout area resource allocation: If the current track resource is a turnout area resource and it is unallocated, it is determined whether the turnout area resource has an associated protective turnout. If an associated protective turnout exists, the turnout area resource, the protective turnout, and the corresponding protective position are allocated to the current communication train. For protective turnout resources, they must be moved to the correct protective position during allocation. Both are allocated to the current communication train. If the associated protective turnout is already allocated and in a position conflicting with the current track resource, the allocated track resource is locked when allocating the protective turnout, turnout area resource, and protective position to the current track resource. This locks the allocated track resource until the protective turnout resource is unlocked and moved to the correct protective position before being allocated to the current track resource. The corresponding allocated track resources are unlocked and made available. When the current track resource is a turnout area resource and it is already allocated, if the position and direction of the currently allocated turnout area resource are consistent with the turnout position required by the current communication train and the current communication train's running direction, the turnout area resource will be re-allocated to the current communication train. When the current turnout area resource is a protective turnout of another allocated turnout area resource, and the position of the current turnout area resource is the same as the turnout position required by the current communication train, the turnout area resource, together with its associated protective turnout, can be re-allocated to the current communication train, thus satisfying the needs of parallel operations. When the current track resource is an unallocated turnout area resource and it is connected to a turnaround rail, the turnout area resource, together with the turnaround rail, must be allocated to the current communication train to avoid resource conflicts between the turnaround rail train and the platform train.
[0071] It should be noted that when allocating track resources for lines containing turnaround tracks, intermediate stations for turnaround tracks and depot access tracks must be set up. For turnaround tracks and depot access tracks connecting to the main line, turnaround resource competition points are set up within the section. After confirming that the main line train has passed the turnaround resource competition point, the turnaround resource is then allocated to prevent long-distance trains from occupying turnaround area resources in advance, thereby blocking trains on the turnaround tracks and depot access tracks.
[0072] In another preferred embodiment, after determining the line resources required for each communication train to reach the next resource allocation point based on the information of each first train, the method further includes: determining whether there are multiple travel paths between the current position of the communication train and the next resource allocation point; if so, the travel path where the main travel route is located is taken as the first line resource, and the remaining travel paths are taken as the second line resources. If there is no conflict in the first line resources, the first line resources are taken as the line resources required for the corresponding communication train to reach the next resource allocation point; if there is a conflict in the first line resources, the second line resources are taken as the line resources required for the communication train to reach the next resource allocation point; if not, the current travel path is taken as the line resources required for the corresponding communication train to reach the next resource allocation point.
[0073] Specifically, the first line resource mentioned above refers to the line resources included in the path of the main route of the communication train when the communication train allocates line resources. The second line resource mentioned above refers to the line resources included in the other routes besides the main route when the communication train allocates line resources. When there are multiple routes for the current communication train, the route of the main route is used first. When the current route is unusable due to resource conflicts or switch failures, other routes are used as alternative routes.
[0074] For step S4, in a preferred embodiment, the line resources to be allocated for each non-communication train to run to the next resource allocation point are determined according to the information of each second train, including: according to the running task of the non-communication train, starting from the track section occupied by the non-communication train, extending along the running direction in units of track sections to the resource allocation point until the next resource allocation point is reached, and then determining the line resources to be allocated according to the track section corresponding to the next resource allocation point.
[0075] Specifically, when the train performing the line resource allocation is a non-communication train, the allocation begins from the track section occupied by the non-communication train and extends to the next resource allocation point in sections along the current direction of travel of the communication train. For example, if the distance for the current non-communication train to move to the next resource allocation point is three track sections, then the current non-communication train moves one track section at a time, reaching the resource allocation point after three moves. At this point, the line resource allocation for the non-communication train is complete. For non-communication trains, line resources are allocated using a fixed block system. The fixed block system checks the occupancy status of track sections, the allocation status of track section resources, the status of turnout resources, and the status of associated signaling equipment to allocate the corresponding line resources to the non-communication train. Associated signaling equipment includes, but is not limited to, signals, platform screen doors, and emergency stop buttons. After the line resource allocation for the non-communication train is completed, the ground signals are opened as the train's operating permit.
[0076] For step S5, within each allocation cycle, the communication train is controlled to run to the next resource allocation point according to the calculated mobility authorization, and the corresponding non-communication train is controlled to run to the next resource allocation point in units of the allocated track sections according to the signal control.
[0077] Specifically, within each allocation cycle, when the ground-based ATP equipment calculates movement authorization for a communication train, it directly matches the line resource information allocated to the current communication train. Within the allocated line resources, it retrieves various obstacle status information, including the lock status of switches in the switch area, the emergency stop buttons in the station area, and the status of platform doors, as conditions for generating the endpoint of the movement authorization. It checks whether there are other trains within the allocated line resource range. When a communication train exists within the allocated line resource range, the adjacent communication train ahead is considered an insurmountable obstacle in the movement authorization. After the movement authorization is generated, the ground-based ATP equipment issues the movement authorization to the corresponding communication train as the basis for calculating the speed protection curve of the communication train. If the line resources of the current communication train are unavailable, the movement authorization is located at the front of the communication train. At this time, the communication train must maintain a stop brake. Communication trains in operation must stop immediately and take emergency braking measures according to the position of the adjacent preceding train. For non-communication trains, after allocating line resources using a signal-to-signal method, the ground signals are opened after resource allocation, and the corresponding non-communication trains are controlled by the signals.
[0078] It should be added that when a communication train switches to a non-communication train during operation, the track resources allocated to the current communication train must be switched to a state occupied by the non-communication train. If the allocated track resources overlap with the train ahead, the train will retreat to an adjacent free track resource behind the track resource occupied by the train ahead. If the allocated track resources overlap with the train behind, the track resources already allocated to the train behind must be retreated to the far end of the adjacent track section behind the current train. If the retreat condition of one track section cannot be met, the track resources of the train behind will be unavailable, and emergency braking must be performed.
[0079] In a preferred embodiment, after controlling the operation of the corresponding communication train according to the movement authorization of each communication train and controlling the operation of the corresponding non-communication train with the signal in each allocation cycle, the method further includes: after the train operation is completed, regenerating the train sequence according to the position of the train after the operation is completed, and updating the current operation tasks of the communication train and the non-communication train.
[0080] Specifically, within each allocation cycle, after the communication trains and non-communication trains have finished operating according to the line resources allocated in this cycle, the positions of each communication train and non-communication train have changed. A train sequence is generated based on the new positions of each communication train and non-communication train, and the current operation tasks of the communication trains and non-communication trains are updated.
[0081] It should be noted that the operation tasks of communication trains and non-communication trains are usually obtained through the control center in the corresponding train control system. When generating the train sequence, each communication train and non-communication train is matched with the corresponding operation task and the subsequent resource allocation is performed.
[0082] To better illustrate the technical effects achievable by this application, the following practical examples are provided.
[0083] like Figure 2 As shown, cars A and B are communication trains, while car C is a non-communication train. The track mileage is set to increase from left to right. Car A's position is indicated as SK2120–2000, where S indicates the up / down direction and K represents the kilometer marker. This indicates the train is located between SK2120m and SK2000m on the up-line. The left side 2120 indicates the front position of the train, and the right side 2000 indicates the rear position. Overall, this means the train is between SK2120m and SK2000m on the up-line, and the front position being larger than the rear position indicates the train is traveling in the correct direction, given the increasing track mileage. Car B's position is indicated as XK3000–3120D, meaning the train is on the down-line and traveling in the correct direction. X indicates the down-line direction, and D indicates the straight-ahead direction in the turnout area. The turnout area range is considered static data of the track. When the train's position intersects with the turnout area range, it can be confirmed that the train is in the turnout area. For non-communication train C, the ground ATP equipment cannot obtain the train's precise position. The section occupancy status is obtained by the traditional trackside section occupancy detection equipment. The occupied section represents the train's position. X5G indicates that C is located in the 5G area of the down line and is running in the forward direction.
[0084] The operational task of train A includes stopping at station 2. The track resources allocated to train A include the distance from the front of train A to the stopping point at station 2, as well as the protected area outside the stopping point. To avoid prematurely occupying track resources, the calculation of track resources to the next stopping point is only performed after the train has arrived at and come to a complete stop, provided the train's operational task remains unchanged. For communication trains A and B, resource management is performed using moving block signaling, with the allocated track resources serving as the basis for movement authorization calculation. For non-communication train C, resource management is performed using fixed block signaling, with track resources allocated signal-to-signal method, and ground signals are opened after resource allocation.
[0085] When allocating resources in a non-branching region, such as Figure 3 As shown, when the current line resources are in a branchless area and the current communication trains A, B, and C are all running in the same direction, the line resources between station 1 and station 2 can be allocated to trains A, B, and C simultaneously; the allocated line resources include the protection area after the stopping point; the movement interval between trains A, B, and C is controlled by the movement authorization corresponding to each train.
[0086] When allocating resources in the turnout area, such as Figure 4 As shown, when train A occupies turnout resources 1 and 3 on the turnaround line, and train B requests turnout resources, it needs to first determine whether there is a resource conflict on the current line. If train B's request for turnout resource 2 is in the correct position, then there is no conflict with turnout 3. If train B's request for turnout resource 1 is in the reverse position, the position of turnout 3 must be determined. If turnout 3 is in the reverse position, train B's line resources cannot cross the protection area of turnout 2, i.e., the side protection area associated with the warning marker. For turnout resources with competing relationships, to prevent trains running in long sections from requisitioning turnaround line turnsouts in advance and causing trains on the turnaround line to be blocked, a resource competition point is set to achieve sequential occupation of turnout areas; for example... Figure 4 As shown, when train C in the down direction has not entered the resource contention point, the track resources can only be allocated to the boundary of the turnout 1 area. Only after train C arrives at the resource contention point can the turnout area resources be allocated to the train. At this time, the turnout area resources are in an unallocated state and can be allocated to train C.
[0087] The implementation of the above embodiments of the present invention has the following beneficial effects:
[0088] 1. Compared to traditional CBTC systems, it reduces the number of interfaces between ground equipment, lowers system complexity, and breaks through the bottleneck of route control in resource management, resulting in high line resource utilization. Compared to autonomous train operation systems, it reduces the number of communication interfaces between trains, alleviating the pressure on the wireless communication system, as the wireless communication bandwidth of traditional CBTC systems can meet the normal communication needs of the system.
[0089] 2. It can effectively avoid resource competition, side conflicts, and resource deadlock problems that exist when multiple vehicles apply for resources;
[0090] 3. The status of line resources and train intervals are updated synchronously in each calculation cycle, unaffected by train-to-ground communication, ensuring high real-time information and improving resource management efficiency;
[0091] 4. It overcomes the train downgrading problem existing in the train autonomous operation system centered on the train. After the train is downgraded, the line resources from signal to signal can be quickly opened to non-communication trains, and the mixed operation of non-communication trains and communication trains can be realized.
[0092] Based on the above method embodiments, the present invention provides corresponding apparatus embodiments.
[0093] like Figure 5 As shown, an embodiment of the present invention provides a train operation control device based on resource management, including: a train information acquisition module, a line resource allocation module, and a train operation control module;
[0094] The train information acquisition module is used to acquire information about several communication trains and the first train information of each communication train; the first train information includes: train position, track resources occupied by the train body, train direction of travel, train mileage information, and operating task; and to acquire information about several non-communication trains and the second train information of each non-communication train; the second train information includes: train position, track section occupied by the train, train direction of travel, and operating task.
[0095] The line resource allocation module is used to determine the line resources required for each communication train to reach the next resource allocation point in each allocation cycle based on the information of each first train, and to calculate the movement authorization of the communication train in the corresponding cycle at the end of each allocation cycle; wherein, the line resources include any one or a combination of the following: turnout-free area resources and turnout area resources; and to determine the line resources required for each non-communication train to reach the next resource allocation point based on the information of each second train.
[0096] The train operation control module is used to control the operation of corresponding communication trains according to the movement authorization of each communication train in each allocation cycle, and to control the operation of corresponding non-communication trains by means of signals.
[0097] It should be noted that the device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Furthermore, in the accompanying drawings of the device embodiments provided by this invention, the connection relationships between modules indicate that they have communication connections, which can be specifically implemented as one or more communication buses or signal lines. Those skilled in the art can understand and implement this without any creative effort.
[0098] Those skilled in the art will clearly understand that, for convenience and simplicity, the specific working process of the device described above can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.
[0099] The above description represents the preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of the present invention, and these improvements and modifications are also considered to be within the scope of protection of the present invention.
Claims
1. A train operation control method based on resource management, characterized in that, include: Acquire information on several communication trains and the first train information of each communication train; the first train information includes: train location, track resources occupied by the train body, train direction of travel, train mileage information, and operating task; Acquire information on several non-communication trains and the second train information for each non-communication train; the second train information includes: train location, track section occupied by the train, train direction of travel, and mission. Based on the information of each first train, determine the line resources required for each allocation cycle when each communication train runs to the next resource allocation point, and calculate the movement authorization of the communication train in the corresponding cycle at the end of each allocation cycle; wherein, the line resources include any one or a combination of the following: turnout-free area resources and turnout area resources; The process of determining the line resources required for each communication train to reach the next resource allocation point based on the information from each of the first trains includes: The current position of the communication train is determined based on the first train information of each communication train. The line resources included in the route from the current position to the next resource allocation point along the train's direction of travel are also determined, along with the number of allocation cycles required to reach the next resource allocation point. In each allocation cycle, based on the next resource allocation point and the status of the line resources ahead, the corresponding allocation of non-turning zone resources and turning zone resources is determined. After the first allocation cycle ends, when executing subsequent allocation cycles, it is determined whether line resources need to be allocated in the current allocation cycle based on whether the line resources allocated in the previous allocation cycle are included in the next resource allocation point. The resource allocation points include: the end point of the running task, the end point of the platform parking protection area, the beginning point of the preceding conflicting resources, the beginning point of the turning zone, and the end point of the line. The determination of the branchless region resources allocated for each allocation cycle includes: When the track resources ahead are in a non-interchangeable area and are not occupied by any non-communication trains, the unallocated track resources will be allocated to the current communication train. When the track resources ahead are in a non-interchangeable area and are occupied by a non-communication train, the remaining unoccupied track resources after a track segment interval from the non-communication train's occupied track segment will be allocated to the current communication train. When the line resource ahead is a non-interchangeable area resource and is occupied by a communication train, determine whether the current communication train and the occupying communication train are running in the same direction; if yes, the line resource is reassigned to the current communication train; if no, the current line resource is not reassigned. The resources allocated to the turnout area for each allocation cycle include: When the track resources ahead are unallocated turnout area resources, determine whether there are associated protective turnouts; if so, allocate the turnout area resources, protective turnouts, and corresponding protective positions to the current communication train; if not, allocate the turnout area resources to the current communication train. When the track resources ahead are already allocated turnout area resources, determine whether the location and direction of the already allocated turnout area resources are the same as the current communication train's operating requirements; if yes, then the already allocated turnout area resources are reassigned to the current communication train; if no, then the current turnout area resources are not allocated. When the track resources ahead are protective turnstiles of other allocated turntile area resources, and the location of the turntile area resources is the same as the turntile location required for the current communication train operation, the turntile area resources and the corresponding protective turnstiles will be repeatedly allocated to the current train. When the track resources ahead are unallocated turnout area resources and the turnout area resources are connected to the turnaround rail, the turnout area resources and the turnaround rail are allocated to the current communication train. Based on the information from each of the second trains, determine the line resources required for each non-communication train to reach the next resource allocation point, including: Based on the operation tasks of non-communication trains, starting from the track section occupied by the non-communication trains, the route extends along the direction of operation in units of track sections towards the resource allocation point until the next resource allocation point is reached. Then, the required line resources are determined based on the track section corresponding to the next resource allocation point. Within each allocation cycle, the operation of corresponding communication trains is controlled according to the movement authorization of each communication train, while the operation of corresponding non-communication trains is controlled by the signal.
2. The train operation control method based on resource management as described in claim 1, characterized in that, After determining the required line resources for each communication train to reach the next resource allocation point based on the information from each of the first trains, the process also includes: Determine whether there are multiple travel paths between the current location of the communication train and the next resource allocation point; If so, the main driving route is used as the first line resource, and the other driving routes are used as the second line resource. When there is no conflict in the first line resource, the first line resource is used as the line resource to be allocated to the corresponding communication train to the next resource allocation point. When there is a conflict in the first line resource, the second line resource is used as the line resource to be allocated to the communication train to the next resource allocation point. If not, the current travel path will be used as the line resources required for the corresponding communication train to reach the next resource allocation point.
3. The train operation control method based on resource management as described in claim 1, characterized in that, Before determining the allocated resources for the non-turnout area and the turnout area for each allocation cycle, the following steps are also included: The trains are sorted according to their positions as both communication and non-communication trains to generate a train sequence.
4. The train operation control method based on resource management as described in claim 3, characterized in that, After generating the train sequence, the following is also included: Obtain the line resources allocated to each communication train and non-communication train in the previous cycle; When it is detected that the line resources allocated to the communication train in the previous cycle have been occupied or cleared, the line resources in the previous cycle are unlocked; among them, the turnout area resources included in the line resources must be unlocked after the train clears the conflict protection area on the side of the turnout. When it is detected that the track resources allocated to non-communication trains in the previous cycle are occupied, the track resources allocated to non-communication trains in the previous cycle are unlocked in units of track sections occupied by non-communication trains. When it is detected that the line resources allocated in the previous cycle include the turnaround rail and the corresponding turnout area resources, the corresponding line resources in the previous cycle are unlocked after the communication train or non-communication train leaves the turnaround rail.
5. The train operation control method based on resource management as described in claim 1, characterized in that, Within each allocation cycle, after controlling the operation of corresponding communication trains according to the movement authorization of each communication train, and controlling the operation of corresponding non-communication trains with signals, the following steps are also included: Once the train operation task is completed, the train sequence is regenerated based on the train's position after the operation, and the current communication trains and non-communication operation tasks are updated.
6. A train operation control device based on resource management, characterized in that, include: Train information acquisition module, line resource allocation module, and train operation control module; The train information acquisition module is used to acquire information about several communication trains and the first train information of each communication train; the first train information includes: train position, track resources occupied by the train body, train direction of travel, train mileage information, and operating task; and to acquire information about several non-communication trains and the second train information of each non-communication train; the second train information includes: train position, track section occupied by the train, train direction of travel, and operating task. The line resource allocation module is used to determine the line resources required for each communication train to reach the next resource allocation point in each allocation cycle based on the information of each first train, and to calculate the movement authorization of the communication train in the corresponding cycle at the end of each allocation cycle; wherein, the line resources include any one or a combination of the following: turnout-free area resources and turnout area resources; and to determine the line resources required for each non-communication train to reach the next resource allocation point based on the information of each second train. The process of determining the line resources required for each communication train to reach the next resource allocation point based on the information from each of the first trains includes: The current position of the communication train is determined based on the first train information of each communication train. The line resources included in the route from the current position to the next resource allocation point along the train's direction of travel are also determined, along with the number of allocation cycles required to reach the next resource allocation point. In each allocation cycle, based on the next resource allocation point and the status of the line resources ahead, the corresponding allocation of non-turning zone resources and turning zone resources is determined. After the first allocation cycle ends, when executing subsequent allocation cycles, it is determined whether line resources need to be allocated in the current allocation cycle based on whether the line resources allocated in the previous allocation cycle are included in the next resource allocation point. The resource allocation points include: the end point of the running task, the end point of the platform parking protection area, the beginning point of the preceding conflicting resources, the beginning point of the turning zone, and the end point of the line. The determination of the branchless region resources allocated for each allocation cycle includes: When the track resources ahead are in a non-interchangeable area and are not occupied by any non-communication trains, the unallocated track resources will be allocated to the current communication train. When the track resources ahead are in a non-interchangeable area and are occupied by a non-communication train, the remaining unoccupied track resources after a track segment interval from the non-communication train's occupied track segment will be allocated to the current communication train. When the line resource ahead is a non-interchangeable area resource and is occupied by a communication train, determine whether the current communication train and the occupying communication train are running in the same direction; if yes, the line resource is reassigned to the current communication train; if no, the current line resource is not reassigned. The resources allocated to the turnout area for each allocation cycle include: When the track resources ahead are unallocated turnout area resources, determine whether there are associated protective turnouts; if so, allocate the turnout area resources, protective turnouts, and corresponding protective positions to the current communication train; if not, allocate the turnout area resources to the current communication train. When the track resources ahead are already allocated turnout area resources, determine whether the location and direction of the already allocated turnout area resources are the same as the current communication train's operating requirements; if yes, then the already allocated turnout area resources are reassigned to the current communication train; if no, then the current turnout area resources are not allocated. When the track resources ahead are protective turnstiles of other allocated turntile area resources, and the location of the turntile area resources is the same as the turntile location required for the current communication train operation, the turntile area resources and the corresponding protective turnstiles will be repeatedly allocated to the current train. When the track resources ahead are unallocated turnout area resources and the turnout area resources are connected to the turnaround rail, the turnout area resources and the turnaround rail are allocated to the current communication train. The process of determining the line resources required for each non-communication train to reach the next resource allocation point based on the information of each second train includes: Based on the operation tasks of non-communication trains, starting from the track section occupied by the non-communication trains, the route extends along the direction of operation in units of track sections towards the resource allocation point until the next resource allocation point is reached. Then, the required line resources are determined based on the track section corresponding to the next resource allocation point. The train operation control module is used to control the operation of corresponding communication trains according to the movement authorization of each communication train in each allocation cycle, and to control the operation of corresponding non-communication trains by means of signals.