A train turn-back control method, device, equipment and readable storage medium

Abstract

The application discloses a train turnaround control method, device and equipment and a readable storage medium, belongs to the field of rail transit, and considers that the generation of the turnaround paths of the to-be-turnaround vehicles of a single platform has a sequence, the turnaround work of the train can be controlled based on the generation sequence of the turnaround paths, and thus the "first-in first-out" principle can be followed. Therefore, in the application, the turnaround stopping areas in each turnaround path are sequentially taken as the priority turnaround stopping areas according to the generation sequence of the turnaround paths, the turnaround stopping area in the turnaround path generated in the next sequence is taken as the priority turnaround stopping area when the train in the priority turnaround stopping area is turned out, and the train in the priority turnaround stopping area is turned out when the turnaround path of the priority turnaround stopping area is unblocked. In this way, the train can be ensured to be turned out according to the generation sequence of the turnaround paths, the operation sequence of the trains is not disturbed, and the user experience is improved.

Description

Technical Field

[0001] This invention relates to the field of rail transit, and in particular to a train turnaround control method. This invention also relates to a train turnaround control device, equipment, and computer-readable storage medium. Background Technology

[0002] After arriving at the platform of the terminal station, the train may need to turn back. Since the turnaround area of ​​a single platform usually has two tracks (the approach track and the exit track) and switches (to control whether to change tracks), a single platform has two turnaround parking areas. Figure 2 In the T1 and T5 parking areas, each turnaround parking area can hold one train waiting to turn around. Trains turning around on the same platform need to follow the "first-in, first-out" principle in order to maintain the operational sequence between different trains. However, the existing technology lacks a mature train turnaround control method, which may cause trains turning around on the same platform to violate the "first-in, first-out" principle. That is, the train that enters the station later may turn around and leave the station first, thereby disrupting the operational sequence between trains and reducing the user experience.

[0003] Therefore, how to provide a solution to the above-mentioned technical problems is a problem that needs to be solved by those skilled in the art. Summary of the Invention

[0004] The purpose of this invention is to provide a train turnaround control method, apparatus, device, and computer-readable storage medium. According to the generation order of the turnaround path, the turnaround exit parking area in each turnaround path is sequentially designated as a priority turnaround parking area. When a train in a priority turnaround parking area is turned out, the turnaround exit parking area in the next sequentially generated turnaround path is designated as a priority turnaround parking area. Furthermore, when the turnaround path in the priority turnaround parking area is clear, the train located in the priority turnaround parking area is controlled to turn out. In this way, it can be ensured that the train turns out according to the generation order of the turnaround path, without disrupting the operational sequence between trains, thus improving the user experience.

[0005] To solve the above-mentioned technical problems, the present invention provides a train turnaround control method, comprising:

[0006] When the turn-in path of the train to turn into the target platform is generated for the first time, the turn-out parking area in the first generated turn-in path is taken as the priority turn-out parking area.

[0007] When the turnout path in the priority turnout parking area is unobstructed, control the train in the priority turnout parking area to turn out;

[0008] When a train located in the priority turnout parking area is turned out, the turnout parking area in the next turnout path generated after the turnout path of the currently turned-out train will be used as the new priority turnout parking area.

[0009] The priority parking area is unique.

[0010] Preferably, the train turnaround control method further includes:

[0011] When there are trains waiting to turn in, determine the number of currently available turnout parking areas;

[0012] When the number of currently available turnout parking areas is zero, control the train to turn in to wait in the waiting area;

[0013] When the number of currently available turnout parking areas is not zero, a turnout path is generated for the train to turn in based on the number of currently available turnout parking areas and the preset turnout parking area selection rules.

[0014] When all path resources in the turnaround path of the train to be turned in are available, the train to be turned in is controlled to turn in according to the turnaround path.

[0015] Preferably, determining the number of currently available turnaround parking areas when there are trains waiting to turn in includes:

[0016] When there is a train waiting to turn in, determine the current turnout parking area selection mode of the target platform;

[0017] If the current selection mode for the folded-out parking area is automatic selection mode, then the number of currently available folded-out parking areas is determined.

[0018] After determining the current turnaround parking area selection mode of the target platform, the train turnaround control method further includes:

[0019] If the current selected parking area is a fixed mode, then determine whether the parking areas included in the current fixed mode are vacant.

[0020] If the fold-out parking area included in the current fixed pattern is vacant, then the number of the currently vacant fold-out parking areas is determined to be one.

[0021] If the fold-out parking area included in the current fixed pattern is not vacant, then the number of currently vacant fold-out parking areas is determined to be zero.

[0022] The fixed pattern includes the identification of a single fold-out parking area of ​​the target station.

[0023] Preferably, generating a turning-in path for the train to turn in based on the number of currently available turning-out parking areas and preset turning-out parking area selection rules includes:

[0024] When the number of currently available turnout parking areas is one, the turnout path that enters the currently available turnout parking area is used as the turnout path of the train to be turned in.

[0025] When there are two currently available turnout parking areas, one turnout parking area is selected according to a preset turnout parking area selection rule, and the turnout path entering the selected turnout parking area is used as the turnout path of the train to be turned in.

[0026] Preferably, the selection rules for the folded-out parking area include:

[0027] Choose the parking area with higher priority from the two parking areas mentioned above.

[0028] Preferably, when a train located in the priority turnout parking area is turned out, the turnout parking area in the next turnout path generated after the turnout path of the currently turned-out train, as the new priority turnout parking area, includes:

[0029] When a train located in the priority turnout parking area is turned out, it is determined whether the turnout parking area is currently occupied.

[0030] If it exists, the currently occupied parking area will be designated as the new priority parking area.

[0031] If it does not exist, the parking area in the next generated turn-in path will be used as the new priority parking area.

[0032] Preferably, it is applied to an Automatic Train Monitoring System (ATS).

[0033] To solve the above-mentioned technical problems, the present invention also provides a train turnaround control device, comprising:

[0034] The first selection module is used to select the turning-out parking area in the first generated turning-in path as the priority turning-out parking area when the turning-in path of the train to turn into the target platform is generated for the first time.

[0035] The control module is used to control the train located in the priority turnout parking area to turn out when the turnout path in the priority turnout parking area is unobstructed;

[0036] The second selection module is used to select, when a train located in the priority turnout parking area is turned out, the turnout parking area in the next turnout path generated after the turnout path of the currently turned-out train as the new priority turnout parking area.

[0037] The priority parking area is unique.

[0038] To solve the above-mentioned technical problems, the present invention also provides a train turnaround control device, comprising:

[0039] Memory, used to store computer programs;

[0040] A processor is used to implement the steps of the train turnaround control method described above when executing the computer program.

[0041] To address the aforementioned technical problems, the present invention also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the train turnaround control method described above.

[0042] This invention provides a train turnaround control method. Considering that the turnaround paths of trains waiting to turn into a single platform are generated in a specific order, controlling the train's turnaround operation based on the generation order of the turnaround paths can follow the "first-in, first-out" principle. Therefore, in this application, the turnaround stopping area in each turnaround path is taken as the priority turnaround stopping area according to the generation order of the turnaround paths. When a train in the priority turnaround stopping area is turned out, the turnaround stopping area in the next sequentially generated turnaround path is taken as the priority turnaround stopping area. Furthermore, when the turnaround path in the priority turnaround stopping area is clear, the train located in the priority turnaround stopping area is controlled to turn out. In this way, it can be ensured that the train turns out according to the generation order of the turnaround paths, without disrupting the operation order between trains, thus improving the user experience.

[0043] The present invention also provides a train turnaround control device, equipment, and computer-readable storage medium, which have the same beneficial effects as the train turnaround control method described above. Attached Figure Description

[0044] To more clearly illustrate the technical solutions in the embodiments of the present invention, the relevant technologies and the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0045] Figure 1 This is a flowchart illustrating a train turnaround control method provided by the present invention.

[0046] Figure 2 A schematic diagram of the structure of a turnaround area of ​​a platform provided by the present invention;

[0047] Figure 3 This invention provides a schematic diagram of path resources in a turnaround area.

[0048] Figure 4This invention provides a schematic diagram of the turnaround path in a turnaround area.

[0049] Figure 5 A schematic diagram illustrating the process of applying for path resources for a turnaround path, provided by the present invention;

[0050] Figure 6 This is a schematic diagram of the structure of a train turnaround control system provided by the present invention;

[0051] Figure 7 This is a schematic diagram of the structure of a train turnaround control device provided by the present invention;

[0052] Figure 8 This is a schematic diagram of the structure of a train turnaround control device provided by the present invention. Detailed Implementation

[0053] The core of this invention is to provide a train turnaround control method, apparatus, device, and computer-readable storage medium. According to the generation order of the turnaround path, the turnaround exit parking area in each turnaround path is sequentially designated as a priority turnaround parking area. When a train in a priority turnaround parking area is turned out, the turnaround exit parking area in the next sequentially generated turnaround path is designated as a priority turnaround parking area. Furthermore, when the turnaround path in the priority turnaround parking area is clear, the train located in the priority turnaround parking area is controlled to turn out. In this way, it can be ensured that the train turns out according to the generation order of the turnaround path, without disrupting the operational sequence between trains, thus improving the user experience.

[0054] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, 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, 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.

[0055] Please refer to Figure 1 , Figure 1 This is a flowchart illustrating a train turnaround control method provided by the present invention. The train turnaround control method includes:

[0056] S101: When the turn-in path of the train to turn into the target platform is generated for the first time, the turn-out parking area in the first generated turn-in path will be used as the priority turn-out parking area.

[0057] For a better explanation of the embodiments of the present invention, please refer to Figure 2 , Figure 2 This is a structural diagram of the turnaround area on the train platform. Figure 2For a station platform, there is one entry track and one exit track. When a train enters the station via the entry track, it can stop at the platform to let passengers off, while when it exits the station via the exit track, it can stop at the platform to let passengers on. The left side of the platform includes parking area T1 corresponding to the entry track and parking area T5 corresponding to the exit track. The process of a train entering the parking area via the entry track is called turning in, and the process of a train leaving the platform via the exit track from the parking area is called turning out. Figure 2 D1-D4 are turnouts. The turnouts allow trains to change tracks, meaning that during the turnout process, a train can either travel straight into T1 or change tracks into T5. Trains from both T1 and T5 can turn out from the exit track.

[0058] "Turnout parking area" refers to the parking area where the train waiting to turn out is located. Figure 2 Parking areas T1 and T5 are the fold-out parking areas.

[0059] Specifically, considering the technical issues mentioned above, and taking into account the sequential generation of the turn-in paths for each train to turn into a single platform, controlling the train's turn-out operation based on the generation order of the turn-in paths can follow the "first-in, first-out" principle. Furthermore, considering that each turn-in path includes a unique turn-out parking area, and that a single platform only supports the turn-out of one train at a time, turning out the trains in the turn-out parking areas of each sequentially generated turn-in path ensures that the trains on that platform comply with the "first-in, first-out" principle. Therefore, this step designs a unique label, "priority turn-out parking area," which can be used as the priority turn-out parking area in each sequentially generated turn-in path. The switching condition for the priority turn-out parking area is "the train in the current priority turn-out parking area has completed its turn-out." Therefore, in this step, the turn-out parking area in the turn-in path of the first train to turn into the target platform can be used as the priority turn-out parking area for subsequent control and management of the train turn-out operation.

[0060] S102: When the turnout path in the priority turnout parking area is unobstructed, control the train in the priority turnout parking area to turn out;

[0061] Specifically, since the priority turnout parking area is unique, when the turnout path in the priority turnout parking area is unobstructed, the trains in the priority turnout parking area can be controlled to turn out, thereby controlling the trains to turn out in an orderly manner.

[0062] S103: When a train located in a priority turnout parking area is turned out, the turnout parking area in the next turnout path generated after the turnout path of the currently turned-out train will be used as the new priority turnout parking area.

[0063] Among them, the priority to fold out of the parking area is unique.

[0064] Specifically, based on the switching condition of "the train in the current priority exit parking area has completed its exit", when a train in the priority exit parking area is exited, the exit parking area in the next turn-in path generated after the turn-in path of the currently exited train can be used as the new priority exit parking area.

[0065] When a train located in a priority turnout parking area is turned out, a new turnout path may not have been generated after the turnout path of the currently turned-out train. In this case, it can wait and use the turnout parking area in the next generated turnout path as the new priority turnout parking area.

[0066] Specifically, based on the above scheme, trains currently prioritized to exit the parking area can be turned out, and the order in which they exit the parking area is the order in which the train turn-in path is generated. Therefore, the above scheme can ensure that the train turn-back operation at the target platform follows the "first-in, first-out" principle.

[0067] This invention provides a train turnaround control method. Considering that the turnaround paths of trains waiting to turn into a single platform are generated in a specific order, controlling the train's turnaround operation based on the generation order of the turnaround paths can follow the "first-in, first-out" principle. Therefore, in this application, the turnaround stopping area in each turnaround path is taken as the priority turnaround stopping area according to the generation order of the turnaround paths. When a train in the priority turnaround stopping area is turned out, the turnaround stopping area in the next sequentially generated turnaround path is taken as the priority turnaround stopping area. Furthermore, when the turnaround path in the priority turnaround stopping area is clear, the train located in the priority turnaround stopping area is controlled to turn out. In this way, it can be ensured that the train turns out according to the generation order of the turnaround paths, without disrupting the operation order between trains, thus improving the user experience.

[0068] Based on the above embodiments:

[0069] As a preferred embodiment, the train turnaround control method further includes:

[0070] When there are trains waiting to turn in, determine the number of currently available turnout parking areas;

[0071] When the number of currently available turnout parking areas is zero, control the train waiting to turn in to wait in the waiting area;

[0072] When the number of currently available turnout parking areas is not zero, a turnout path is generated for the train to turn in based on the number of currently available turnout parking areas and the preset turnout parking area selection rules.

[0073] When all path resources in the turnaround path of the train to be turned in are available, control the train to turn in according to the turnaround path.

[0074] Specifically, considering the limited number of turnout parking areas at a single platform, the availability / busyness of these areas affects the generation of turnout routes when a train is waiting to turn in. Therefore, in this embodiment of the invention, different measures are taken based on the number of currently available turnout parking areas when a train is waiting to turn in. When the number of currently available turnout parking areas is zero, it means that all turnout parking areas are unavailable for trains. Therefore, the train waiting to turn in can be controlled to wait in a waiting area (which may include parking area T4 next to the platform and track sections outside the platform). When the number of currently available turnout parking areas is not zero, it means that there are currently turnout parking areas available for trains. To generate turnout routes more systematically, efficiently, and reliably, this embodiment of the invention pre-sets turnout parking area selection rules. This embodiment of the invention can generate turnout routes for trains waiting to turn in based on the number of currently available turnout parking areas and the pre-set turnout parking area selection rules.

[0075] Specifically, after the turnaround path is generated, the prerequisite for turning around according to the turnaround path is that all path resources in the turnaround path are free. This is to avoid conflicts with other trains that are occupying path resources. Therefore, this embodiment of the invention can control the train to turn around according to the turnaround path when all path resources in the turnaround path of the train to turn around are free.

[0076] The path resources may include various occupiable resources in the turnaround path within the turnaround area of ​​the platform, such as tracks, switches, and parking areas, etc., which are not limited in this embodiment of the invention.

[0077] For a better explanation of the embodiments of the present invention, please refer to Figure 3 , Figure 3 This invention provides a schematic diagram of path resources in a turnaround area. The path resources in the turnaround area may include virtual sections, switches, and parking areas. The parking areas include four sections: T1, T4, T5, and T8. T2, T3, T6, T7, and P1-P4 are virtual sections, and D1-D4 are switches.

[0078] As a preferred embodiment, when there are trains waiting to turn in, determining the number of currently available turnout parking areas includes:

[0079] When there are trains waiting to turn in, determine the current turnout parking area selection mode of the target platform;

[0080] If the current selection mode for the out-of-parking area is automatic selection mode, then the number of currently available out-of-parking areas is determined.

[0081] After determining the current turnaround parking area selection mode of the target platform, the train turnaround control method also includes:

[0082] If the current selected parking area is in fixed mode, then determine whether the parking areas included in the current fixed mode are available.

[0083] If the fold-out parking area included in the current fixed pattern is vacant, then the number of vacant fold-out parking areas is determined to be one.

[0084] If the fold-out parking areas included in the current fixed pattern are not vacant, then the number of vacant fold-out parking areas is determined to be zero.

[0085] The fixed pattern includes a single marker for the fold-out parking area of ​​the target platform.

[0086] For a better explanation of the embodiments of the present invention, please refer to Figure 4 , Figure 4 This invention provides a schematic diagram of a turnaround path in a turnaround area. The platform turnaround modes can include two types: the first is turnaround mode 1, where the train enters via turnaround path a and exits via turnaround path b; the second is turnaround mode 1, where the train enters via turnaround path c and exits via turnaround path d. If the current exit parking area selection mode is automatic selection mode, the turnaround path of either turnaround mode 1 or mode 2 can be automatically selected based on the train's position and the presence of trains on the turnaround tracks (entry and exit tracks). In automatic selection mode, one turnaround mode can be set as the higher priority mode. For example, if turnaround mode 1 is set as the high-priority turnaround mode, then when generating the entry path, the availability of the entry path in the high-priority turnaround mode can be prioritized. If the current exit parking area selection mode is fixed mode, then any one of the turnaround modes can be specified in the fixed mode.

[0087] Specifically, considering that due to anomalies in the turnout parking area, in some cases only one turnout parking area is open at the platform, each vehicle waiting to turn in can only select the only open turnout parking area to generate a turnout path. Under normal circumstances, the platform can open two turnout parking areas. When both turnout parking areas are open, the vehicle can flexibly choose to generate a turnout path from the two turnout parking areas. Therefore, to accommodate these two situations, this embodiment of the invention sets two selection modes for turnout parking areas, namely, automatic selection mode and fixed mode. Automatic selection mode can select from the two open turnout parking areas, while fixed mode includes a single turnout parking area of ​​the target platform. The area identifier, that is, only specifies a single open fold-out parking area, means that in this embodiment of the invention, when determining the number of currently available fold-out parking areas, if the current fold-out parking area selection mode is automatic selection mode, the number of currently available fold-out parking areas is determined, for example, 0, 1, or 2, so that it can be selected from two open fold-out parking areas. If the current fold-out parking area selection mode is fixed mode, it is only necessary to determine whether the fold-out parking areas included in the current fixed mode are available. If they are available, the number of currently available fold-out parking areas is determined to be one; if they are not available, the number of currently available fold-out parking areas is determined to be zero, which can improve the efficiency of determining the currently available fold-out parking areas.

[0088] The selection mode for the fold-out parking area can be flexibly adjusted, and the fold-out parking area specified in the fixed mode can also be set independently. This embodiment of the invention does not limit this.

[0089] As a preferred embodiment, generating a turning-in path for the train to turn in, based on the number of currently available turning-out parking areas and preset turning-out parking area selection rules, includes:

[0090] When there is only one currently available turnout parking area, the turnout path that enters the currently available turnout parking area will be used as the turnout path for the train to turn in.

[0091] When there are two available turnout parking areas, a turnout parking area is selected according to the preset turnout parking area selection rules, and the turnout path that enters the selected turnout parking area is used as the turnout path of the train to turn in.

[0092] Specifically, considering that there is no selection problem when there is only one currently available turnout parking area, the turnout path entering the currently available turnout parking area can be used as the turnout path of the train to turn in. However, when there are two currently available turnout parking areas, in order to select the turnout parking area more efficiently, the present invention has a pre-set turnout parking area selection rule. Therefore, in the present invention, when there are two currently available turnout parking areas, a turnout parking area can be selected according to the preset turnout parking area selection rule, and the turnout path entering the selected turnout parking area can be used as the turnout path of the train to turn in.

[0093] Of course, when there are two currently available fold-out parking areas, the method of selecting a fold-out parking area can also be in other forms, such as selecting it through instructions received from the human-computer interaction interface, etc. This embodiment of the invention does not limit this.

[0094] As a preferred embodiment, the selection rules for the folded-out parking area include:

[0095] Choose the parking area with higher priority from the two parking areas.

[0096] Specifically, by differentiating priorities, the probability of two folded-out parking areas being selected can be distinguished, thereby meeting specific needs, and this rule is relatively simple and reliable.

[0097] Of course, in addition to priority settings, the selection rules for the parking area can also be of many other types, which are not limited in this embodiment of the invention.

[0098] As a preferred embodiment, when a train located in a priority turnout parking area is turned out, the turnout parking area in the next turnout path generated after the turnout path of the currently turned-out train will be used as the new priority turnout parking area, including:

[0099] When a train located in the priority turnout parking area is turned out, determine whether there is an occupied turnout parking area;

[0100] If it exists, the currently occupied parking area will be used as the new priority parking area to be moved out.

[0101] If it does not exist, the parking area in the next generated turn-in path will be used as the new priority turn-out parking area.

[0102] Specifically, considering that when a train located in a priority turnout parking area is turned out, if there is an occupied turnout parking area, then that turnout parking area should be the only occupied turnout parking area at that time, and the generation time of the turn-in path used when turning in should be the next one after the currently turned-out train. Therefore, if there is an occupied turnout parking area, it can be used as the new priority turnout parking area. If there is no occupied turnout parking area, the turnout parking area in the next generated turn-in path can be used as the new priority turnout parking area, which can accurately and efficiently determine the new priority turnout parking area.

[0103] Of course, in addition to this specific method, the implementation of "when a train located in the priority turn-out parking area is turned out, the turn-out parking area in the next turn-in path generated after the turn-in path of the currently turned-out train will be used as the new priority turn-out parking area" can also be of other types, and this embodiment of the invention does not limit it here.

[0104] As a preferred embodiment, it is applied to ATS (Automatic Train Supervision).

[0105] Specifically, ATS has advantages such as high stability.

[0106] For a better explanation of the embodiments of the present invention, please refer to Figure 5 and Figure 6 , Figure 5 This invention provides a flowchart illustrating the process of applying for path resources for a turnaround path. Figure 6 This is a schematic diagram of a train turnaround control system provided by the present invention.

[0107] The current TACS (Train Automatic Control System) system has eliminated the interlocking system, retaining only the trackside ATP (Automatic Train Protection) equipment for allocating trackside resources, collecting equipment status data, and monitoring equipment actions. Compared to the route-based resource allocation in the interlocking system, the trackside ATP system in TACS allocates resources on a per-resource basis, making resource allocation and use more flexible and efficient. However, when trains are closely tracking each other and the operating paths issued by the ATS all extend to the turnaround area, multiple trains may simultaneously request turnaround area resources. The trackside ATP allocates resources on a first-come, first-served basis, which may prevent turnaround trains from operating normally according to the "first-in, first-out" principle, causing problems such as trains not matching their operating plans. Figure 6As can be seen, the trackside ATP (Automatic Train Protection) system is used for the allocation of trackside resources, the collection of equipment status, and the monitoring of equipment actions. The trackside ATP can interact with the ATS and the onboard ATP of each train. Figure 5 The turnaround path includes an inbound path and an outbound path. The generation of the turnaround path can be considered as the ATS (Automatic Train Service) completing the process with the assistance of the trackside ATP (Automatic Train Protection). The ATS then sends the turnaround path to the train it belongs to, and the train requests path resources based on the turnaround path. In the example above, the trackside ATP uniformly generates the turnaround paths for the platform, allowing the trackside ATP to manage and allocate path resources in the platform's turnaround area. When generating a turnaround path, the trackside ATP marks the path resources within that path as allocated (allocated path resources will not be reassigned to other turnaround paths) until the train corresponding to that path resource completes its use of the turnaround path (i.e., completes the inbound or outbound action corresponding to the turnaround path). This ensures that path resources are not reassigned and reduces the probability of train operation conflicts.

[0108] In this embodiment, when the ATS issues a train route, the route is only issued up to the entrance of the turnaround area; no routes are issued within the turnaround area. The ATS system specifies the current train's exit parking area selection mode within the turnaround area. The trackside ATP determines the train's turnaround route based on the route resource status of the turnaround area, the train's position, and the exit parking area selection mode. The trackside ATP sends the turnaround route to the ATS, which then sends it to the train. The train requests resources such as switches and parking areas within the turnaround route. Once all route resource requests are completed, the trackside ATP locks the resources within that route. In other words, in this embodiment, the trackside ATP generates turnaround routes for trains to turn around. When a train cannot select a suitable turnaround route due to resource allocation or conflicts, the trackside ATP continuously and periodically calculates available turnaround routes. Once the conditions are met, it immediately sends the turnaround route to the ATS, which then issues it to the train. This ensures the uniqueness of route resource requests within the turnaround area and prevents multiple trains from simultaneously requesting the same resource within the turnaround area.

[0109] Of course, in addition to ATS, the train turnaround control method in this embodiment of the invention can also be applied to other devices, and this embodiment of the invention does not limit it here.

[0110] Please refer to Figure 7 , Figure 7 This is a schematic diagram of a train turnaround control device provided by the present invention. The train turnaround control device includes:

[0111] The first selection module 71 is used to select the turning-out parking area in the first generated turning-in path as the priority turning-out parking area when the turning-in path of the train to turn into the target platform is generated for the first time.

[0112] Control module 72 is used to control the train located in the priority turnout parking area to turn out when the turnout path in the priority turnout parking area is unobstructed;

[0113] The second selection module 73 is used to select, when a train located in the priority turnout parking area is turned out, the turnout parking area in the next turnout path generated after the turnout path of the currently turned-out train as the new priority turnout parking area;

[0114] Among them, the priority to fold out of the parking area is unique.

[0115] For a description of the train turnaround control device provided in the embodiments of the present invention, please refer to the aforementioned embodiments of the train turnaround control method; the embodiments of the present invention will not be repeated here.

[0116] Please refer to Figure 8 , Figure 8 This is a schematic diagram of a train turnaround control device provided by the present invention. The train turnaround control device includes:

[0117] Memory 81 is used to store computer programs;

[0118] The processor 82 is used to execute computer programs to implement the steps of the train turnaround control method as described in the foregoing embodiments.

[0119] For a description of the train turnaround control device provided in the embodiments of the present invention, please refer to the aforementioned embodiments of the train turnaround control method; the embodiments of the present invention will not be repeated here.

[0120] The present invention also provides a computer-readable storage medium storing a computer program, which, when executed by a processor 82, implements the steps of the train turnaround control method as described in the foregoing embodiments.

[0121] For a description of the computer-readable storage medium provided in the embodiments of the present invention, please refer to the foregoing embodiments of the train turnaround control method; the embodiments of the present invention will not be repeated here.

[0122] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to the method section. It should also be noted that in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising a..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0123] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A train turnaround control method, characterized in that, include: When the turn-in path of the train to turn into the target platform is generated for the first time, the turn-out parking area in the first generated turn-in path is taken as the priority turn-out parking area. When the turnout path in the priority turnout parking area is unobstructed, control the train in the priority turnout parking area to turn out; When a train located in the priority turnout parking area is turned out, the turnout parking area in the next turnout path generated after the turnout path of the currently turned-out train will be used as the new priority turnout parking area. Among them, the priority folding out of the parking area is unique; When there are trains waiting to turn in, determine the number of currently available turnout parking areas; When the number of currently available turnout parking areas is zero, control the train to turn in to wait in the waiting area; When the number of currently available turnout parking areas is not zero, a turnout path is generated for the train to turn in based on the number of currently available turnout parking areas and the preset turnout parking area selection rules. When all path resources in the turnaround path of the train to be turned in are available, the train to be turned in is controlled to turn in according to the turnaround path.

2. The train turnaround control method according to claim 1, characterized in that, When there are trains waiting to turn in, determining the number of currently available turnout parking areas includes: When there is a train waiting to turn in, determine the current turnout parking area selection mode of the target platform; If the current selection mode for the folded-out parking area is automatic selection mode, then the number of currently available folded-out parking areas is determined. After determining the current turnaround parking area selection mode of the target platform, the train turnaround control method further includes: If the current selected parking area is a fixed mode, then determine whether the parking areas included in the current fixed mode are vacant. If the fold-out parking area included in the current fixed pattern is vacant, then the number of the currently vacant fold-out parking areas is determined to be one. If the fold-out parking area included in the current fixed pattern is not vacant, then the number of currently vacant fold-out parking areas is determined to be zero. The fixed pattern includes the identification of a single fold-out parking area of ​​the target station.

3. The train turnaround control method according to claim 1, characterized in that, The step of generating a turning-in path for the train to turn in based on the number of currently available turning-out parking areas and preset turning-out parking area selection rules includes: When the number of currently available turnout parking areas is one, the turnout path that enters the currently available turnout parking area is used as the turnout path of the train to be turned in. When there are two currently available turnout parking areas, a turnout parking area is selected according to a preset turnout parking area selection rule, and the turnout path entering the selected turnout parking area is used as the turnout path of the train to be turned in.

4. The train turnaround control method according to claim 3, characterized in that, The rules for selecting the folded-out parking area include: Choose the parking area with higher priority from the two parking areas mentioned above.

5. The train turnaround control method according to claim 1, characterized in that, When a train located in the priority turnout parking area is turned out, the turnout parking area in the next turnout path generated after the turnout path of the currently turned-out train, as the new priority turnout parking area, includes: When a train located in the priority turnout parking area is turned out, it is determined whether the turnout parking area is currently occupied; If it exists, the currently occupied parking area will be designated as the new priority parking area. If it does not exist, the parking area in the next generated turn-in path will be used as the new priority parking area.

6. The train turnaround control method according to any one of claims 1 to 5, characterized in that, It is used in Automatic Train Monitoring (ATS) systems.

7. A train turnaround control device, characterized in that, include: The first selection module is used to select the turning-out parking area in the first generated turning-in path as the priority turning-out parking area when the turning-in path of the train to turn into the target platform is generated for the first time. The control module is used to control the train located in the priority turnout parking area to turn out when the turnout path in the priority turnout parking area is unobstructed; The second selection module is used to select, when a train located in the priority turnout parking area is turned out, the turnout parking area in the next turnout path generated after the turnout path of the currently turned-out train as the new priority turnout parking area. Among them, the priority folding out of the parking area is unique; The train turnaround control device also includes: When there are trains waiting to turn in, determine the number of currently available turnout parking areas; When the number of currently available turnout parking areas is zero, control the train to turn in to wait in the waiting area; When the number of currently available turnout parking areas is not zero, a turnout path is generated for the train to turn in based on the number of currently available turnout parking areas and the preset turnout parking area selection rules. When all path resources in the turnaround path of the train to be turned in are available, the train to be turned in is controlled to turn in according to the turnaround path.

8. A train turnaround control device, characterized in that, include: Memory, used to store computer programs; A processor, configured to implement the steps of the train turnaround control method as described in any one of claims 1 to 6 when executing the computer program.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the steps of the train turnaround control method as described in any one of claims 1 to 6.

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