Train dynamic path handling method and device based on vehicle-to-vehicle communication and electronic equipment

Abstract

The application provides a train dynamic path handling method and device based on vehicle-to-vehicle communication and electronic equipment, and belongs to the technical field of rail transit. The method comprises the following steps: in the case that it is determined that a received combined dynamic path command is valid, a route sequence corresponding to a logical section sequence carried in the combined dynamic path command is acquired; the route sequence is determined according to the logical section sequence and the direction of the logical section sequence; the logical section sequence is determined according to train operation information; and the dynamic path of the train is handled based on state information of each sub-route in the route sequence. The application can handle the route of the dynamic path containing partial sub-routes and complete sub-routes, timely allocate traffic resources, effectively realize the turnaround of the train at any position and the rapid upgrade of the train, and greatly improve the train operation efficiency.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a method, apparatus, and electronic equipment for managing train dynamic routes based on vehicle-to-vehicle communication. Background Technology

[0002] Currently, the mainstream system used in urban rail transit is Communication Based Train Control (CBTC). Compared to traditional interlocking, CBTC's block system further shortens train intervals and increases transport capacity. However, with economic development, especially the rapid development of metropolitan areas and urban clusters, rail transit is under tremendous pressure. To address the problems of traditional CBTC systems, Vehicle Based Train Control (VBTC) has emerged as the main development direction for next-generation urban rail transit train control systems.

[0003] However, based on the requirements of safety, reliability and train operation efficiency, the existing VBTC system still uses a resource allocation method based on complete routes. This means that in some operational scenarios where complete routes cannot be processed in time, trains cannot receive train operation resources allocated by the resource controller (RC) in a timely manner, resulting in trains being unable to turn around on the spot or complete train upgrades quickly, thus affecting operational efficiency.

[0004] Therefore, how to better implement train route processing in the VBTC system has become a technical problem that the industry urgently needs to solve. Summary of the Invention

[0005] This invention provides a method, apparatus, and electronic device for train dynamic route management based on vehicle-to-vehicle communication, in order to better realize train route management in the VBTC system.

[0006] This invention provides a method for managing dynamic train routing based on vehicle-to-vehicle communication, comprising:

[0007] If the received combined dynamic path command is confirmed to be valid, the route sequence corresponding to the logical segment sequence carried in the combined dynamic path command is obtained; the route sequence is determined based on the logical segment sequence and the direction of the logical segment sequence; the logical segment sequence is determined based on train operation information.

[0008] Based on the status information of each sub-route in the route sequence, the dynamic path of the train is processed.

[0009] According to the present invention, a method for managing train dynamic routes based on vehicle-to-vehicle communication is provided, wherein the status information includes management condition check status information, requisition status information, and locking condition check status information; and the dynamic route management of trains is based on the status information of each sub-route in the route sequence, including:

[0010] If the processing condition check status information of each sub-route in the route sequence is found to be passed, the requisition of each sub-route in the route sequence is set to determine the requisition status information;

[0011] If all the requisition status information is confirmed to be successful, dynamic path selection and arrangement are performed to determine the locking condition check status information.

[0012] If the locking condition check status information is determined to be passed, route resources are allocated to each sub-route in the route sequence, and the dynamic path of the train is generated.

[0013] According to a train dynamic routing method based on vehicle-to-vehicle communication provided by the present invention, the step of performing dynamic routing selection and arrangement to determine the locking condition check status information when it is determined that all the requisition status information is successful includes:

[0014] If all the requisition status information is confirmed to be successful, check the locking conditions of each sub-route in the route sequence;

[0015] If the locking conditions of each sub-route in the route sequence are met, the turnouts in each sub-route in the route sequence are driven to the target position, and the locking information of each sub-route in the route sequence is set to determine the locking condition check status information.

[0016] According to a train dynamic routing method based on vehicle-to-vehicle communication provided by the present invention, before obtaining the route sequence corresponding to the logical segment sequence carried in the combined dynamic routing command after determining that the received combined dynamic routing command is valid, the method further includes:

[0017] According to preset matching conditions, the logical segment sequence is matched with path resources to determine the path sequence corresponding to the logical segment sequence;

[0018] The preset matching conditions include at least the following:

[0019] The logical segment sequence is contained within the logical segment sequence corresponding to the route sequence; the logical segment sequence and the route sequence have the same direction; the terminal signal of the route sequence is the same as the terminal signal of the logical segment sequence.

[0020] According to a train dynamic routing method based on vehicle-to-vehicle communication provided by the present invention, before obtaining the logical segment sequence carried in the combined dynamic routing command and the route sequence corresponding to the logical segment sequence after determining that the received combined dynamic routing command is valid, the method further includes:

[0021] If the logical segment sequence carried in the combined dynamic path command meets the preset judgment conditions, the received combined dynamic path command is determined to be valid.

[0022] The preset judgment conditions include at least the following:

[0023] The logical segment sequence satisfies the topological relationship and is arranged continuously in the same direction; the protection direction of the protection signal of the last logical segment in the logical segment sequence is consistent with the direction of the logical segment sequence; the train is a communication train in the logical segment sequence, and the resource conditions occupied by the train meet the target requirements; the logical segment sequence is matched with a corresponding route sequence; there are no other vehicles in the first logical segment of the logical segment sequence.

[0024] According to the present invention, a method for managing train dynamic routes based on vehicle-to-vehicle communication is provided, the method further comprising:

[0025] Obtain the train's direction of travel and location information;

[0026] Based on the train's location information, determine the logical segments occupied by the train;

[0027] If it is determined that the train's running direction is consistent with the direction of the route sequence, and the path resources of each logical segment occupied by the train are allocated to the train, then the resource conditions occupied by the train meet the target requirements.

[0028] The present invention also provides a train dynamic route management device based on vehicle-to-vehicle communication, comprising:

[0029] The acquisition module is used to acquire, when it is determined that the received combined dynamic path command is valid, the route sequence corresponding to the logical segment sequence carried in the combined dynamic path command; the route sequence is determined based on the logical segment sequence and the direction of the logical segment sequence; the logical segment sequence is determined based on train operation information;

[0030] The processing module is used to process the dynamic path of the train based on the status information of each sub-route in the route sequence.

[0031] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the train dynamic routing method based on vehicle-to-vehicle communication as described above.

[0032] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the train dynamic routing method based on vehicle-to-vehicle communication as described above.

[0033] The present invention also provides a computer program product, including a computer program that, when executed by a processor, implements the train dynamic routing method based on vehicle-to-vehicle communication as described above.

[0034] The present invention provides a train dynamic route management method, device, and electronic equipment based on vehicle-to-vehicle communication. By autonomously selecting the starting and ending logical segments of resource allocation according to the current train operation information, when the received combined dynamic route command is determined to be valid, the resource controller calculates and converts the logical segment sequence into a route sequence for processing. Based on the status information of each sub-route in the route sequence, route management can be performed for dynamic routes containing partial and complete sub-routes, and train operation resources can be allocated in a timely manner. This can effectively enable trains to turn around at any position and rapidly upgrade trains, greatly improving train operation efficiency. Attached Figure Description

[0035] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0036] Figure 1 This is a flowchart illustrating the train dynamic route processing method based on vehicle-to-vehicle communication provided by the present invention.

[0037] Figure 2 This is a schematic diagram of the logical segments and route division in the dynamic path of the train dynamic path processing method provided by the present invention;

[0038] Figure 3 This is a schematic diagram of the dynamic path state machine flow in the train dynamic path processing method provided by the present invention;

[0039] Figure 4 This is a schematic diagram of the train dynamic route management device based on vehicle-to-vehicle communication provided by the present invention;

[0040] Figure 5This is a schematic diagram of the physical structure of the electronic device provided by the present invention. Detailed Implementation

[0041] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0042] The following is combined Figures 1-5 This invention describes a train dynamic routing management method, apparatus, and electronic device based on vehicle-to-vehicle communication.

[0043] In existing technologies, taking specific scenarios as an example, when a train needs to turn back, it cannot turn back on the spot; it needs to apply for a turnaround route and travel to the next parking area to turn back. When a non-VBTC level train needs to be upgraded to a VBTC level train, the train must have no suspicious activity at the front or rear and enter the route section for which it has been allocated resources. If the currently un-upgraded train is not in the first section outside the signal, it cannot apply for a partial sub-route from its current location to the next signal. Instead, the train needs to continue forward in non-VBTC mode to enter the already applied route before the train upgrade can be completed. Therefore, it can be seen that the resource allocation method based on complete routes in existing technologies cannot meet the operational needs in many scenarios, and there is an urgent need to improve the flexibility of resource allocation and operational efficiency.

[0044] To address the aforementioned technical deficiencies, this invention provides a method for managing dynamic train routes based on vehicle-to-vehicle communication.

[0045] Figure 1 This is a flowchart illustrating the train dynamic routing method based on vehicle-to-vehicle communication provided by the present invention, as shown below. Figure 1 As shown, the execution subject of this method can be RC, and the implementation steps of this method include: step 110 and step 120.

[0046] Step 110: If the received combined dynamic path command is confirmed to be valid, obtain the route sequence corresponding to the logical segment sequence carried in the combined dynamic path command; the route sequence is determined based on the logical segment sequence and the direction of the logical segment sequence; the logical segment sequence is determined based on the train operation information.

[0047] Step 120: Based on the status information of each sub-route in the route sequence, process the dynamic path of the train.

[0048] Specifically, the combined dynamic path command described in this embodiment of the invention refers to the route management command issued by the Automatic Train Supervision (ATS) to the RC, which is used to command the RC to perform combined dynamic path calculation and route resource allocation.

[0049] It's important to note that the core of the VBTC system lies in the Intelligent Vehicle On-Board Controller (IVOC) and the Track Control Unit (RC). The RC uses vehicle sections as operational resources, dividing resources into logical starting and ending points based on these sections. It manages operational resources through the allocation, application, requisition, and release of logical sections and trackside resources. The IVOC enables inter-train communication to identify the preceding vehicle and, through the resources allocated by the RC, achieves functions such as motion authorization calculation and multi-vehicle tracking.

[0050] The train operation information described in the embodiments of the present invention may include the train's current location information, train direction of travel, train destination, and other information.

[0051] The logical segment sequence described in this embodiment of the invention refers to a sequence composed of multiple consecutive logical segments specified in the combined dynamic path command. It can start from the current position of the train or from a logical segment other than the logical segment in which the train is located. The end of the logical segment sequence is determined according to the train's destination.

[0052] The route sequence described in this embodiment of the invention refers to the route sequence composed of route segments matched by the RC from the track route resources for the logical segment sequence. Specifically, it can be determined based on the logical segment sequence and the direction of the logical segment sequence.

[0053] In the route sequence described in this embodiment of the invention, each sub-route refers to a sub-route segment contained within the route sequence. It can be understood that when the beginning of the logical segment sequence is determined by the current position of the train, the sub-routes in the corresponding route sequence may include partial sub-routes and complete sub-routes.

[0054] It should be noted that each sub-route is divided according to the protective signal machine in the same direction as the route sequence.

[0055] Furthermore, in an embodiment of the present invention, in step 110, if it is determined that the received combined dynamic path command is valid, it is confirmed that the logical segment sequence and the route sequence corresponding to the logical segment sequence required for dynamic path processing are correct, and the conditions such as the train occupying section resources are met. At this time, the route sequence corresponding to the logical segment sequence carried in the combined dynamic path command is obtained, and each sub-route segment included in the train dynamic path processing is determined.

[0056] Figure 2 This is a schematic diagram of the logical segments and route divisions in the dynamic path of the train dynamic path processing method provided by the present invention, as shown below. Figure 2 As shown, this train can be a non-communication upgraded communication train, i.e., a non-VBTC level train. The starting logical section of the dynamic path is determined based on the current position of the train. This dynamic path includes the L1, L2, L3, and L4 logical section L sequence combination, and the corresponding matched route sequence R is R1, R2, R3, and R4. It can be seen that each sub-route is divided according to the protection signal in the same direction as the route sequence.

[0057] Therefore, this dynamic path contains a partial sub-path of R1 and complete paths of R2, R3, and R4. The subsequent processing of the dynamic path can be divided into the establishment of the partial sub-path of R1 and the complete paths of R2, R3, and R4.

[0058] Furthermore, in an embodiment of the present invention, in step 120, by checking and judging the status information of each sub-route in the route sequence, it is ensured that the status information of each sub-route meets the requirements of path resource allocation, thereby enabling the processing and establishment of the dynamic path of the train, and finally generating the dynamic path of the train.

[0059] Compared to the conventional route processing method, the dynamic route processing method provided by this invention allows staff to flexibly specify the starting and ending logical segments of the resources required by the train based on information such as the operation plan, the actual train operation status, and the available train resources. The selected logical segment sequence is then converted into a dynamic path composed of complete sub-routes and partial sub-routes, and the RC completes the route processing and resource allocation, thereby improving the flexibility of resource allocation.

[0060] In embodiments of the present invention, since the logical segment sequence can be determined based on information such as train operation status, the starting point of the dynamic path does not need to be fixed in the first segment inside the signal. When the train is in the middle area of ​​the route, the train can directly process a reverse dynamic path starting from the current area, and the train can immediately complete the turnaround after the end change. This partial route processing makes it possible for the train to turn around at any position, greatly improving the train turnaround efficiency. At the same time, trains that are not at the beginning of the route and have not been upgraded to VBTC level can achieve rapid upgrades by processing partial routes in the same direction extending forward from the current position and allocating resources.

[0061] In this embodiment of the invention, dynamic paths can improve train operation efficiency and resource allocation flexibility while ensuring train reliability and safety, thereby improving train operation efficiency.

[0062] The train dynamic route management method based on vehicle-to-vehicle communication in this invention autonomously selects the starting and ending logical segments for resource allocation according to the current train operation information. When the received combined dynamic route command is determined to be valid, the resource controller calculates and converts the logical segment sequence into a route sequence for processing. Based on the status information of each sub-route in the route sequence, route management can be performed for dynamic routes containing partial and complete sub-routes, and train operation resources can be allocated in a timely manner. This can effectively enable trains to turn around at any location and quickly upgrade trains, greatly improving train operation efficiency.

[0063] Based on the above embodiments, as an optional embodiment, the status information includes processing condition check status information, requisition status information, and locking condition check status information; based on the status information of each sub-route in the route sequence, the dynamic path of the train is processed, including:

[0064] If the processing conditions check status information of each sub-route in the route sequence is found to be passed, then each sub-route in the requisition route sequence is set up to determine the requisition status information.

[0065] If all requisition status information is confirmed to be successful, dynamic path selection and arrangement are executed to determine the locking conditions and check the status information.

[0066] If the locking condition check status information is confirmed to be passed, route resources are allocated to each sub-route in the route sequence, and the dynamic path of the train is generated.

[0067] Specifically, in the embodiments of the present invention, after the validity check of the combined dynamic path command passes, the processing of the dynamic path begins. The dynamic path processing can be divided into several stages, including idle state, initial selection state, selection and ranking state, and locked state.

[0068] It is understandable that each sub-path in the route sequence can include partial sub-paths and complete sub-paths.

[0069] In an embodiment of the present invention, after the validity check of the combined dynamic path command passes, the system enters the initial selection state of the dynamic path. At this time, it is necessary to check whether the processing conditions of the partial sub-paths and complete sub-paths contained in the path sequence in the dynamic path have passed, and to determine the processing condition check status information. It can be understood that the processing condition check status information includes whether it has passed or failed.

[0070] Furthermore, after confirming that the processing conditions for each sub-route have passed the status check, the requisition of each sub-route in the route sequence can be set, that is, the requisition of the route segment included in the dynamic path can be set. If the requisition times out, it indicates that the dynamic path processing has failed, and the dynamic path is set to an idle state; when all sub-routes are successfully requisitioned, the dynamic path is set to a selection state. The processing conditions for a complete sub-route are consistent with the existing processing conditions for ordinary routes, while the processing conditions for some sub-routes include the following:

[0071] 1) The route type is either through or turnaround;

[0072] 2) The route interlocking conditions are correct according to the inspection;

[0073] 3) The physical segments associated with logical segments within the L sequence are not blocked;

[0074] 4) The logical segment within the L sequence is not skipped and locked;

[0075] 5) If the train is a non-communication upgrade train, i.e. a non-VBTC level train, the logical section within the L sequence is not locked, or the route is locked or the protection is locked, but the locking direction is the same.

[0076] If the train is a communication upgrade train, i.e. a VBTC level train, and all logical sections where the train is located are locked, then the locking direction of the logical section where the train is located is not checked.

[0077] 6) The turnouts in the L sequence were not blocked, and the overall locking was not guided;

[0078] 7) The logical section associated protective turnout within the L sequence was not blocked, and the overall locking was not guided;

[0079] 8) The logic section side protection conditions are met;

[0080] 9) The turnout position is correct or incorrect within the L sequence, but it can still operate;

[0081] 10) The switch position of the logical section associated with the L sequence is correct or incorrect, but it can still operate;

[0082] 11) The conditions for processing segmented routes are met;

[0083] 12) The interlocking conditions of the floodproof door are met;

[0084] 13) The interlocking conditions of the turnouts on the interlocking line are met.

[0085] When a partial sub-path meets all the above processing conditions, and the complete sub-path also meets its corresponding processing conditions, then the processing conditions of all sub-paths are considered to have passed the check.

[0086] Furthermore, in an embodiment of the present invention, when it is determined that all requisition status information is successful, the operation under the dynamic path selection and arrangement state is performed to determine the locking condition check status information.

[0087] Based on the above embodiments, as an optional embodiment, if all requisition status information is determined to be successful, dynamic path selection and scheduling are performed to determine the locking condition check status information, including:

[0088] If all requisition status information indicates successful requisition, check the locking conditions of each sub-route in the route sequence.

[0089] If the locking conditions of each sub-route in the route sequence are met, the turnouts in each sub-route in the route sequence are driven to the target position, and the locking information of each sub-route in the route sequence is set to determine the locking condition check status information.

[0090] Specifically, in the embodiments of the present invention, when performing dynamic route selection, it is necessary to check the locking conditions of each sub-route in the route sequence. That is, both partial and complete sub-routes in the dynamic path need to undergo route locking condition checks. After all sub-routes pass the locking condition check, the switches in each sub-route in the route sequence are driven to the target position to ensure the safe passage of the train. Next, the locking information of each sub-route in the dynamic path is set, which can set partial locking of some sub-routes and initial locking anomalies of complete sub-routes, and the dynamic path is set to a locked state, and the locking condition check status information is determined to be passed.

[0091] It should be noted that due to inconsistent route locking times, the turn-on sequence of signals on each route may be irregular. By setting partial locking of some sub-routes and initial locking anomalies of complete sub-routes, the signals of all routes in the current cycle will not be opened. In the next cycle, the interlocking will automatically reopen the signals of the routes with initial locking anomalies from far to near, thereby ensuring that all sub-routes have a turn-on sequence.

[0092] The locking conditions for complete sub-routes are consistent with those for existing ordinary routes. The locking conditions for partial sub-routes include the following:

[0093] 1) The route type is either through or turnaround;

[0094] 2) The route interlocking conditions are correct according to the inspection;

[0095] 3) The physical segments associated with logical segments within the L sequence are not blocked;

[0096] 4) The logical segment within the L sequence is not skipped and locked;

[0097] 5) If the train is not a communication upgrade train, the logical section within the L sequence is not locked, or is normally locked, but the locking direction is the same;

[0098] If the train is a communication upgrade train and all logical sections where the train is located are locked, then the locking direction of the logical section where the train is located is not checked.

[0099] 6) The turnouts in the L sequence were not blocked, and the overall locking was not guided;

[0100] 7) The logical section associated protective turnout within the L sequence was not blocked, and the overall locking was not guided;

[0101] 8) The logic section side protection conditions are met;

[0102] 9) The turnout position is correct or incorrect within the L sequence, but it can still operate;

[0103] 10) The switch position of the logical section associated with the L sequence is correct or incorrect, but it can still operate;

[0104] 11) The conditions for processing segmented routes are met;

[0105] 12) The interlocking conditions for the flood-proof door are met;

[0106] 13) The interlocking conditions of the turnouts on the interlocking line are met;

[0107] 14) The encroachment condition of the logical segment within the L sequence is satisfied;

[0108] If a partial sub-path satisfies all the above locking conditions, and the complete sub-path also satisfies its corresponding locking conditions, then the locking condition check of all sub-paths is considered to have passed.

[0109] The method of this invention performs dynamic route selection and arrangement, checks the locking conditions of some sub-routes and complete sub-routes in the route sequence, controls the operation of turnouts in each sub-routes in the route sequence, and sets the locking information of each sub-routes in the route sequence to verify whether the final locking condition check status information meets the requirements of dynamic route management, which helps to improve the reliability and safety of train dynamic route management.

[0110] Furthermore, in an embodiment of the present invention, after the above locking is completed, if the locking condition check status information is determined to be passed, then route resources for partial sub-routes and complete sub-routes are allocated to the train, and the dynamic path of the train is generated. At this time, it is indicated that the dynamic path of the train has been successfully processed.

[0111] In an embodiment of the present invention, when the dynamic path is locked, the state machine of each sub-path that initially locks abnormally allows the complete sub-path signal to be opened sequentially from far to near. If the far-end signal is not opened, the near-end signal cannot be opened. After all sub-path signals are opened, the dynamic path is set to an idle state.

[0112] It should be noted that, in the embodiments of the present invention, after the RC handles the dynamic path resource locking for the train, the unlocking logic of the complete sub-routes included is the same as that of ordinary routes, while some sub-routes are set to a partially locked state. When there are no resources in the section occupied by the train, or the train completes a turnaround, or communication is lost, or the section at which the lock was handled is left, the RC will set the state of some sub-routes to a partially locked-unlocked state. At this time, the partial sub-routes can only be unlocked by the train releasing resources.

[0113] If the train cannot release resources, manual unlocking of the section is required after the train clears the section. This involves checking whether the logical segments within the section meet the unlocking conditions, including:

[0114] 1) The path to which the logical segment is locked is partially locked and awaiting unlocking;

[0115] 2) Logical segment is normally locked;

[0116] 3) The logic section is the first logic section locked in the path to which the locking belongs;

[0117] 4) The current fusion status of the physical segment corresponding to the logical segment is idle;

[0118] If all the above conditions are met, and the section for which the fault unlocking is set is the starting section of a partially locked unlocking route and the train has already cleared the section, after receiving the fault unlocking command, the total manual unlocking delay time will be extended, the section fault will be locked, the route automatic unlocking will fail, and a section fault unlocking command needs to be issued again to unlock the section.

[0119] If the logical segments contained in this physical segment are locked by two different paths, when unlocking this physical segment, all logical segments contained in this physical segment are also unlocked; otherwise, when unlocking this physical segment, the logical segments locked by the paths to which this physical segment belongs are also unlocked.

[0120] It should also be noted that, in the embodiments of the present invention, similar to ordinary route processing, the state of dynamic route processing can also flow between several route states such as dynamic path idle, dynamic path initial selection, dynamic path selection and ranking, and dynamic path locking through a state machine.

[0121] Figure 3 This is a schematic diagram of the dynamic path state machine flow in the train dynamic path processing method provided by the present invention, as shown below. Figure 3As shown, in an embodiment of the present invention, when it is determined that the combined dynamic path command is valid, the system enters the initial dynamic path selection state, that is, it checks whether the processing conditions of some sub-routes and complete sub-routes contained in the route sequence of the dynamic path are met. If they are met, the system sets up the requisition of each sub-route in the route sequence. After confirming that the sub-route requisition is successful, the system enters the dynamic path selection and arrangement state. Otherwise, if the dynamic path processing conditions are not met or the sub-route requisition times out, the train dynamic path processing fails, and the system enters the dynamic path idle state.

[0122] After entering the dynamic route selection state, dynamic route selection is performed, which involves checking the locking conditions of some and complete sub-routes within the dynamic route. Once the locking conditions of all sub-routes pass the check, the switches within each sub-routes in the route sequence are driven into position. If the dynamic route locking conditions are confirmed to be met and all switches are in position, the train enters the dynamic route locking state, indicating successful dynamic route processing. Otherwise, if the dynamic route locking conditions fail or the switches are not in position, the dynamic route processing fails, and the train enters the dynamic route idle state.

[0123] After confirming that all subroutines are open and all subroutines resources have been released and unlocked, the system enters a dynamic path idle state, awaiting the next dynamic path processing for the train.

[0124] The method of this invention transforms a specified logical segment sequence into a dynamic path composed of complete sub-routes and partial sub-routes, and then the RC completes the route processing and resource allocation, which can effectively improve the flexibility of train operation resource allocation.

[0125] In an embodiment of the present invention, before executing step 110, it is necessary to determine whether the received combined dynamic path command is valid. The specific implementation method for determining the validity of the combined dynamic path command issued by ATS can be referred to as follows.

[0126] Based on the above embodiments, as an optional embodiment, before obtaining the logical segment sequence carried in the combined dynamic path command and the corresponding route sequence when it is determined that the received combined dynamic path command is valid, the method further includes:

[0127] If the sequence of logical segments carried in the combined dynamic path command meets the preset judgment conditions, the received combined dynamic path command is determined to be valid.

[0128] The preset judgment conditions should include at least the following:

[0129] The logical segment sequence satisfies the topological relationship and is arranged continuously in the same direction; the protection direction of the protection signal of the last logical segment in the logical segment sequence is consistent with the direction of the logical segment sequence; the train is a communication train in the logical segment sequence, and the resource conditions occupied by the train meet the target requirements; the logical segment sequence is matched with a corresponding route sequence; there are no other vehicles in the first logical segment of the logical segment sequence.

[0130] Specifically, the preset judgment conditions described in the embodiments of the present invention refer to the pre-set judgment conditions used to determine the validity of the combined dynamic path commands issued by the ATS.

[0131] In embodiments of the present invention, the combined dynamic path command is issued in the form of a logical segment sequence. The combined dynamic path command may carry information such as the logical segment sequence, the direction of the logical segment sequence, and the train ID. Furthermore, the logical segment sequence needs to be converted into a route before processing. Therefore, the preset judgment conditions include at least the following five conditions.

[0132] First, the logical segment sequence in the combined dynamic path command satisfies the topological relationship and is arranged continuously in the same direction.

[0133] Second, the protection direction of the protection signal of the last logical segment in the logical segment sequence is consistent with the direction of the logical segment sequence. In other words, the last logical segment in the logical segment sequence has a protection signal in the same direction as the logical segment sequence.

[0134] Third, the train is a communication train in the logical segment sequence, and the resource conditions occupied by the train meet the target requirements. Specifically, if the train associated in the dynamic path is a communication train, that is, the train communicates normally with the RC, it can be divided into communication upgrade trains and non-communication upgrade trains. Then, it is necessary to check the resource integrity of the segment occupied by the train.

[0135] Based on the above embodiments, as an optional embodiment, the method further includes:

[0136] Obtain the train's direction of travel and location information;

[0137] Based on the train's location information, determine the logical sections occupied by the train;

[0138] If the train's direction of travel is consistent with the direction of the route sequence, and the path resources of each logical segment occupied by the train are allocated to the train, then the resource conditions occupied by the train meet the target requirements.

[0139] Specifically, in embodiments of the present invention, train information, including the train's direction of travel, location information, and the logical segment it occupies, can be indexed by train ID.

[0140] In embodiments of the present invention, by acquiring the train's running direction and position information, the train can be located using its position information, thereby determining the various logical segments currently occupied by the train. Further, by comparing the train's running direction with the direction of the route sequence, and checking the path resource allocation of each logical segment occupied by the train, if it is determined that the train's running direction is consistent with the direction of the route sequence, and that the path resources of each logical segment occupied by the train are allocated to the train, it indicates that the resource integrity of the occupied segments is accurate. Therefore, it can be determined that the resource conditions occupied by the train meet the target requirements.

[0141] The method of this invention uses train ID for information indexing, locks the logical segment occupied by the train, and checks the allocation of its path resources to ensure the resource integrity of the segment occupied by the train, and determines that the resource conditions occupied by the train meet the target requirements. This facilitates the normal execution of the train's dynamic path processing task and helps to improve the reliability and security of the train's dynamic path processing.

[0142] Furthermore, in embodiments of the present invention, it is also necessary to check different basic conditions depending on whether the train is a communication-upgraded train or a non-communication-upgraded train.

[0143] Specifically, if the train is a communication upgrade train, and all logical sections in which the train is located are locked, and the resources of the logical section are fully allocated to the train and belong only to the train, then the locking direction of the combined dynamic path command is opposite to the train's running direction. In this scenario, the train's need to turn back at any position can be met, and some sub-routes' switches can be driven.

[0144] If the train is not a communication upgrade train, or if the train is a communication upgrade train but there are unlocked sections in its logical segment, or the path resources of the section occupied by the communication upgrade train are incomplete, or the path resources of the section occupied by the communication upgrade train belong to other trains, then it is necessary to determine that the locking direction of the combined dynamic path command is the same as the train's running direction. In this scenario, the train can be upgraded quickly, but the switches of some sub-routes cannot be driven.

[0145] Fourth, logical segment sequence matching has a corresponding path sequence, and its specific implementation method can be referred to as follows.

[0146] Based on the above embodiments, as an optional embodiment, before obtaining the route sequence corresponding to the logical segment sequence carried in the combined dynamic path command after determining that the received combined dynamic path command is valid, the method further includes:

[0147] Based on preset matching conditions, the logical segment sequence is matched with route resources to determine the route sequence corresponding to the logical segment sequence;

[0148] The preset matching conditions should include at least:

[0149] The logical segment sequence is contained within the logical segment sequence corresponding to the route sequence; the logical segment sequence and the route sequence are in the same direction; the terminal signal of the route sequence is the same as the terminal signal of the logical segment sequence.

[0150] Specifically, the preset matching conditions described in the embodiments of the present invention refer to the pre-set discrimination conditions used to determine the path sequence corresponding to the logical segment sequence.

[0151] In an embodiment of the present invention, the logical segment sequence can be divided into L1, L2, ... LN sequences according to the same-direction protection signal, and matched with the path R1, R2, ... RN by RC. The preset matching conditions include at least: all sequences L are included in the logical segment sequence of the R path, and the logical segment sequence L is in the same direction as the path sequence R. At the same time, the terminal signal of all L sequences is also the terminal signal of the R path, and priority is given to matching through the path.

[0152] The method of this invention can quickly and accurately match a logical segment sequence with a route sequence by determining whether the directions of the logical segment sequence and the route sequence correspond and match the terminal signals of their respective terminal segments. This enables the logical segment to be converted into a route for processing, which is beneficial to improving the efficiency and accuracy of subsequent dynamic path processing.

[0153] Furthermore, the fifth condition requires determining that there are no other vehicles in the first logical segment of the logical segment sequence. Specifically, in an embodiment of the present invention, to ensure driving safety, when the train is a communication train, it is necessary to check whether there are any hidden vehicles in the first logical segment sequence L1 of the dynamic path. The checking conditions may include the following:

[0154] When the train is located within L1, that is, the beginning of the logical segment sequence is determined by the current position of the train, if the train's running direction is the same as the locking direction of the combined dynamic path command, then the train is checked and there is no suspicious front end; if the train's running direction is opposite to the locking direction of the combined dynamic path command, then the train is checked and there is no suspicious rear end.

[0155] If L1 is not the location of the train, that is, the beginning of the logical segment sequence is not determined by the current position of the train, then check that there is no non-communication train in L1. Here, a non-communication train refers to a train whose communication with the RC is interrupted.

[0156] If any of the above five conditions are not met, the command for the combined dynamic path issued by ATS is deemed invalid, and no further processing of the dynamic path will be performed.

[0157] The method of this invention, by considering the topology of the logical segment sequence and the integrity of the resources occupied by the train, sets the judgment conditions for the validity of combined dynamic path commands, which can ensure the reliability of dynamic path command validity checks, improve the reliability of subsequent train dynamic path processing, and enhance the safety of the train operation system.

[0158] The train dynamic route management device based on vehicle-to-vehicle communication provided by the present invention will be described below. The train dynamic route management device based on vehicle-to-vehicle communication described below and the train dynamic route management method based on vehicle-to-vehicle communication described above can be referred to in correspondence.

[0159] Figure 4 This is a schematic diagram of the train dynamic route management device based on vehicle-to-vehicle communication provided by the present invention, as shown below. Figure 4 As shown, it includes:

[0160] The acquisition module 410 is used to acquire the route sequence corresponding to the logical segment sequence carried in the combined dynamic path command when it is determined that the received combined dynamic path command is valid; the route sequence is determined based on the logical segment sequence and the direction of the logical segment sequence; the logical segment sequence is determined based on the train operation information;

[0161] The processing module 420 is used to process the dynamic path of trains based on the status information of each sub-route in the route sequence.

[0162] The train dynamic route management device based on vehicle-to-vehicle communication described in this embodiment can be used to execute the above-described train dynamic route management method embodiment based on vehicle-to-vehicle communication. Its principle and technical effects are similar, and will not be repeated here.

[0163] The train dynamic route management device based on vehicle-to-vehicle communication in this invention autonomously selects the starting and ending logical segments for resource allocation according to the current train operation information. When the received combined dynamic route command is determined to be valid, the resource controller calculates and converts the logical segment sequence into a route sequence for processing. Based on the status information of each sub-route in the route sequence, route management can be performed for dynamic routes containing partial and complete sub-routes, and train operation resources can be allocated in a timely manner. This can effectively enable trains to turn around at any location and quickly upgrade trains, greatly improving train operation efficiency.

[0164] Figure 5 This is a schematic diagram of the physical structure of the electronic device provided by the present invention, such as... Figure 5As shown, the electronic device may include a processor 510, a communications interface 520, a memory 530, and a communication bus 540, wherein the processor 510, communications interface 520, and memory 530 communicate with each other via the communication bus 540. The processor 510 can call logical instructions in the memory 530 to execute the train dynamic routing method based on vehicle-to-vehicle communication provided by the above methods. This method includes: if it is determined that the received combined dynamic routing command is valid, obtaining the route sequence corresponding to the logical segment sequence carried in the combined dynamic routing command; the route sequence is determined based on the logical segment sequence and the direction of the logical segment sequence; the logical segment sequence is determined based on train operation information; and processing the dynamic routing of the train based on the status information of each sub-route in the route sequence.

[0165] Furthermore, the logical instructions in the aforementioned memory 530 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, essentially, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0166] On the other hand, the present invention also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the train dynamic routing method based on vehicle-to-vehicle communication provided by the above methods. The method includes: when it is determined that the received combined dynamic routing command is valid, obtaining the route sequence corresponding to the logical segment sequence carried in the combined dynamic routing command; the route sequence is determined based on the logical segment sequence and the direction of the logical segment sequence; the logical segment sequence is determined based on train operation information; and processing the dynamic routing of the train based on the status information of each sub-route in the route sequence.

[0167] In another aspect, the present invention also provides a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the train dynamic routing method based on vehicle-to-vehicle communication provided by the above methods. The method includes: when it is determined that the received combined dynamic routing command is valid, obtaining a route sequence corresponding to the logical segment sequence carried in the combined dynamic routing command; the route sequence is determined based on the logical segment sequence and the direction of the logical segment sequence; the logical segment sequence is determined based on train operation information; and processing the dynamic routing of the train based on the status information of each sub-route in the route sequence.

[0168] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. 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. Those skilled in the art can understand and implement this without any creative effort.

[0169] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0170] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for managing train dynamic routing based on vehicle-to-vehicle communication, characterized in that, include: If the received combined dynamic path command is determined to be valid, the route sequence corresponding to the logical segment sequence carried in the combined dynamic path command is obtained. The route sequence is determined based on the logical segment sequence and the direction of the logical segment sequence; the logical segment sequence is determined based on train operation information. Based on the status information of each sub-route in the route sequence, the dynamic path of the train is processed; The status information includes the status information of the processing conditions inspection, the requisition status information, and the status information of the locking conditions inspection. Based on the status information of each sub-route in the route sequence, the dynamic path of the train is processed, including: If the processing condition check status information of each sub-route in the route sequence is found to be passed, the requisition of each sub-route in the route sequence is set to determine the requisition status information; If all the requisition status information is confirmed to be successful, dynamic path selection and arrangement are performed to determine the locking condition check status information. If the locking condition check status information is determined to be passed, route resources are allocated to each sub-route in the route sequence, and the dynamic path of the train is generated.

2. The train dynamic routing method based on vehicle-to-vehicle communication according to claim 1, characterized in that, If all the requisition status information is determined to be successful, dynamic path selection and scheduling are performed to determine the locking condition check status information, including: If all the requisition status information is confirmed to be successful, check the locking conditions of each sub-route in the route sequence; If the locking conditions of each sub-route in the route sequence are met, the turnouts in each sub-route in the route sequence are driven to the target position, and the locking information of each sub-route in the route sequence is set to determine the locking condition check status information.

3. The method for managing train dynamic routes based on vehicle-to-vehicle communication according to any one of claims 1-2, characterized in that, Before obtaining the route sequence corresponding to the logical segment sequence carried in the combined dynamic path command when it is determined that the received combined dynamic path command is valid, the method further includes: According to preset matching conditions, the logical segment sequence is matched with path resources to determine the path sequence corresponding to the logical segment sequence; The preset matching conditions include at least the following: The logical segment sequence is contained within the logical segment sequence corresponding to the route sequence; the logical segment sequence and the route sequence have the same direction; the terminal signal of the route sequence is the same as the terminal signal of the logical segment sequence.

4. The method for managing train dynamic routes based on vehicle-to-vehicle communication according to any one of claims 1-2, characterized in that, Before obtaining the logical segment sequence carried in the combined dynamic path command and the corresponding route sequence when it is determined that the received combined dynamic path command is valid, the method further includes: If the logical segment sequence carried in the combined dynamic path command meets the preset judgment conditions, the received combined dynamic path command is determined to be valid. The preset judgment conditions include at least the following: The logical segment sequence satisfies the topological relationship and is arranged continuously in the same direction; the protection direction of the protection signal of the last logical segment in the logical segment sequence is consistent with the direction of the logical segment sequence; the train is a communication train in the logical segment sequence, and the resource conditions occupied by the train meet the target requirements; the logical segment sequence is matched with a corresponding route sequence; there are no other vehicles in the first logical segment of the logical segment sequence.

5. The train dynamic routing method based on vehicle-to-vehicle communication according to claim 4, characterized in that, The method further includes: Obtain the train's direction of travel and location information; Based on the train's location information, determine the logical segments occupied by the train; If it is determined that the train's running direction is consistent with the direction of the route sequence, and the path resources of each logical segment occupied by the train are allocated to the train, then the resource conditions occupied by the train meet the target requirements.

6. A train dynamic route management device based on vehicle-to-vehicle communication, characterized in that, include: The acquisition module is used to acquire, when it is determined that the received combined dynamic path command is valid, the route sequence corresponding to the logical segment sequence carried in the combined dynamic path command; the route sequence is determined based on the logical segment sequence and the direction of the logical segment sequence; the logical segment sequence is determined based on train operation information; The processing module is used to process the dynamic path of the train based on the status information of each sub-route in the route sequence; The status information includes the status information of the processing conditions inspection, the requisition status, and the status information of the locking conditions inspection; Based on the status information of each sub-route in the route sequence, the dynamic path of the train is processed, including: If the processing condition check status information of each sub-route in the route sequence is found to be passed, the requisition of each sub-route in the route sequence is set to determine the requisition status information; If all the requisition status information is confirmed to be successful, dynamic path selection and arrangement are performed to determine the locking condition check status information. If the locking condition check status information is determined to be passed, route resources are allocated to each sub-route in the route sequence, and the dynamic path of the train is generated.

7. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the train dynamic routing method based on vehicle-to-vehicle communication as described in any one of claims 1 to 5.

8. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the train dynamic routing method based on vehicle-to-vehicle communication as described in any one of claims 1 to 5.

9. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the train dynamic routing method based on vehicle-to-vehicle communication as described in any one of claims 1 to 5.

Images