Train movement authorization determination method and area control system

Abstract

This invention discloses a method for determining train movement authorization and a regional control system. The method includes: acquiring route information and obstacle information of the train's current route; performing a route matching process based on the route information and obstacle information; and calculating the train's movement authorization based on the matched routes and obstacle information after the route matching process is completed. This invention's dynamic route matching and movement authorization determination scheme solves the problem of long train movement authorization calculation time in related technologies, reduces the calculation time, increases the length of track that the regional control system can manage and the number of trains that can be controlled, and effectively reduces track construction costs.

Description

Technical Field

[0001] This invention relates to the field of train movement control technology, and more specifically, to a method for determining train movement authorization and a regional control system. Background Technology

[0002] Communication-Based Train Control (CBTC) employs advanced wireless communication technology as the means of vehicle-to-ground communication, enabling real-time communication between the vehicle and the ground and the transmission of large amounts of information. Onboard equipment calculates braking distance curves in real time based on real-time movement authorization information, train speed and positioning information, and train protection strategies input from the ground, thereby further shortening train intervals. This is the mainstream direction of urban rail transit signaling systems today.

[0003] A route is a virtual unit managed by a CI (Automatic Interlocking) system. A route is an area consisting of two consecutive signals moving in the same direction (e.g., route SC1-SQ1, which means that the section from signal SC1 to signal SQ1 represents the route).

[0004] Generally, CI (Computer Integrated Tracking) systems handle route requests in two ways: ATS (Automatic Train Supervision) triggered requests and manual requests. ATS-triggered requests are triggered based on route processing conditions and times set in the timetable (e.g., ATS sends a command to process route SC1-SQ1; upon receiving the command, the CI system processes routes that meet the processing conditions; after processing, the SC1 signal changes from red to green, and the system sends route processing information and signal status information back to ATS). Manual requests involve a user selecting route SC1-SQ1 on the CI host computer. Upon receiving the command, the CI system processes routes that meet the processing conditions; after processing, the SC1 signal changes from red to green, and the system sends route processing information and signal status information back to other systems (such as ATS and ZC).

[0005] Movement authorization is fundamental information guiding train operation. The onboard ATP (Automatic Train Protection) system periodically receives movement authorization information calculated by the ZC (Zone Controller) system to adjust the train's operating status (traction and braking). The ZC system periodically receives route, signal, and turnout information from the CI (Initial Control) system, and periodically receives train position and speed information input from the onboard ATP. It then calculates the available movement authorization for the train based on the ZC's internal status, train position, speed, route, signals, and turnouts. After receiving the periodically input movement authorization information from the ZC, the onboard ATP calculates the train's traction, braking, and operating status information to control train operation, such as... Figure 2 shown.

[0006] Existing ZC systems calculate mobility authorization based on fixed route matching, and the method consists of two modules: route matching and mobility authorization calculation. The existing technology of fixing the number of route matches in the ZC system will increase the system's mobility authorization calculation time in two ways:

[0007] (1) Setting a fixed number of routes for matching will greatly increase the time required for route matching. This drawback is that traditional route matching only considers the following for a route: ① whether the signal at the beginning of the route is green, ② whether the axle section within the route is locked, ③ whether the turnouts within the route are in the necessary positions for the route to function, and ④ whether the turnouts within the route are locked. If these conditions are met, the search continues for the next route until the fixed number of routes has been matched. In urban rail transit, the number of trains controlled within a single ZC area is required to be greater than 40. Therefore, increasing the number of trains controlled within the ZC area will further extend the time required for route matching.

[0008] (2) The time required for movement authorization calculation will increase significantly. Movement authorization calculation needs to consider the following obstacles: ① train ahead, ② axle counting section, ③ platform screen doors, ④ emergency stop button, ⑤ anti-blocking door, ⑥ personnel protection area (SPKS), ⑦ protection section. The traditional movement authorization calculation method is to first determine the first endpoint based on the train's matched route information; then query the trains in the section from the first endpoint to the train's head position. If there are trains, update the second endpoint based on the train's status; then query the axle counting section in the section from the second endpoint to the train's head position. If the section status cannot satisfy the movement authorization extension, update the third endpoint based on the axle counting section status; then query the anti-blocking door in the section from the third endpoint to the train's head position. If the anti-blocking door status cannot satisfy the movement authorization extension, update the fourth endpoint based on the anti-blocking door status; until all obstacles (seven) are traversed to obtain the final movement authorization endpoint. In the worst case, the endpoint may be updated seven times. In urban rail transit, the number of trains controlled within a single ZC area is required to be greater than 40. Therefore, the increase in the number of trains controlled within the ZC area will continue to increase the time required to process all train movement authorizations.

[0009] Urban rail transit requires the ZC system to have a shorter operating cycle (usually 400ms). However, the motion authorization calculation is the most time-consuming module. If the operating time of this module is not reduced, the number of controllable trains within the ZC range will be greatly limited, which will affect the length of the line that the ZC system can manage and increase the construction cost of the entire line.

[0010] No effective solution has yet been found to address the issue of long calculation times for train movement authorization in related technologies. Summary of the Invention

[0011] This invention provides a method for determining train movement authorization and a regional control system.

[0012] According to one aspect of the embodiments of this application, a method for determining train movement authorization is provided, comprising: acquiring route information and obstacle information of the current route of a train; performing a route matching process for the current route based on the route information and obstacle information; and calculating the train movement authorization based on the matched route and obstacle information after the route matching process is completed.

[0013] Furthermore, before obtaining the route information and obstacle information of the train's current route, the process also includes: querying the route processing status of the current route; if the route processing status is "processed", performing a route matching process based on the route information and obstacle information; if the route processing status is "not processed", ending the route matching process.

[0014] Furthermore, the route matching process includes at least determining whether the current route is successfully matched and whether to terminate the route matching process; the route matching process for the current route based on the route information and obstacle information includes: determining whether the route information meets the preset route conditions; if the route information does not meet the preset route conditions, determining that the current route matching is unsuccessful and terminating the route matching process; if the route information meets the preset route conditions, further determining whether the obstacle information meets the preset obstacle conditions, and determining whether the current route matching is successful and whether to terminate the route matching process based on the determination result.

[0015] Furthermore, based on the judgment result, it is determined whether the current path is successfully matched and whether the path matching process should be terminated, including: when the obstacle information meets the preset obstacle conditions, it is determined that the current path is successfully matched and the next path is matched; when the obstacle information does not meet the preset obstacle conditions, it is determined that the current path is successfully matched and the path matching process is terminated.

[0016] Furthermore, the preset obstacle conditions include at least the following: First preset condition: no communication train; Second preset condition: no non-communication train occupying the axle counting section; Third preset condition: platform screen doors closed; Fourth preset condition: emergency stop button not pressed; Fifth preset condition: anti-slip doors not closed; Sixth preset condition: personnel protection zone SPKS not activated; Seventh preset condition: protection zone status normal. The preset route conditions include at least the following: Eighth preset condition: the starting signal of the route is green; Ninth preset condition: the axle counting section within the route is locked; Tenth preset condition: the turnout within the route is in a necessary position for the current route to be established; Eleventh preset condition: the turnout within the route is locked. Determining whether the obstacle information meets the preset obstacle conditions includes: determining whether the obstacle information simultaneously meets the first to seventh preset conditions; determining whether the route information meets the preset route conditions includes: determining whether the route information simultaneously meets the eighth to eleventh preset conditions.

[0017] Furthermore, the next route is matched, including: determining whether the number of matched routes has reached the preset maximum number of matched routes; if so, the route matching process ends; otherwise, the next route is taken as the current route, triggering the acquisition of the train's current route information and obstacle information.

[0018] Furthermore, before obtaining the current route information and obstacle information of the train, the process also includes: determining whether the train meets the route matching conditions; if so, querying the route processing status of the train occupying the route; if the route processing status is "processed", performing route matching on the train occupying the route; if the route processing status is "not processed", matching the next route.

[0019] Furthermore, route matching is performed on the train-occupied route, including: obtaining the route information of the train-occupied route; determining whether the route information simultaneously meets the following conditions: the axle counting section within the route is locked, the turnout within the route is a necessary position for the current route to be established, and the turnout within the route is in a locked state; if so, the train-occupied route matching is determined to be successful, and the next route is matched after successful matching; otherwise, the route matching process ends; wherein, matching the next route includes: taking the next route as the current route, triggering the acquisition of the route information and obstacle information of the train's current route.

[0020] Furthermore, the train movement authorization is calculated based on the matched route and obstacle information, including: calculating a feasible path from the end of the last route to the train's head position based on the matched routes; querying all obstacle information on the feasible path; where obstacles include: the train ahead, axle counting sections occupied by non-communication cars, platform screen doors, emergency stop buttons, anti-slip doors, personnel protection zones (SPKS), and protection zones; sorting the obstacles to determine the obstacle closest to the train's head; calculating the endpoint of the movement authorization based on the feasible path from the train's head to the nearest obstacle; setting the train's head position as the starting point of the movement authorization; and calculating and storing the information on switches, platform screen doors, and emergency stop buttons within the section from the starting point to the endpoint of the movement authorization.

[0021] According to another aspect of the embodiments of this application, a regional control system is also provided, including: a communication module for communicating with an on-board control system; a computing and storage module connected to the communication module for executing the train movement authorization determination method as described above; and a power supply module connected to the communication module and the computing and storage module for supplying power to the communication module and the computing and storage module.

[0022] According to another aspect of the embodiments of this application, a storage medium is also provided, the storage medium including a stored program that executes the above steps when the program is run.

[0023] According to another aspect of the embodiments of this application, an electronic device is also provided, including a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; wherein: the memory is used to store computer programs; and the processor is used to execute the steps in the above method by running the programs stored in the memory.

[0024] This application also provides a computer program product containing instructions that, when run on a computer, cause the computer to perform the steps in the above-described method.

[0025] This invention provides a dynamic route matching and movement authorization determination scheme. Route matching is performed based on the basic status information of a single route. If a preset condition is not met, route matching is terminated, and matching is not continued until a preset maximum number of matches is reached. This scheme reduces the number of route matches, decreases the time spent querying and comparing obstacle information in feasible paths, and reduces the time consumed by trains when calculating movement authorization. This reduces the overall operating time of the area control system, increases the length of lines that the area control system can manage, and increases the number of trains that can be controlled, thereby reducing the construction cost of the entire line. Attached Figure Description

[0026] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0027] Figure 1 This is a hardware structure block diagram of a computer according to an embodiment of the present invention;

[0028] Figure 2 This is an optional schematic diagram of train route control in the prior art of this invention.

[0029] Figure 3 This is an optional flowchart of a train movement authorization determination method according to an embodiment of the present invention;

[0030] Figure 4 This is another optional flowchart of the train movement authorization determination method according to an embodiment of the present invention;

[0031] Figure 5 This is an optional flowchart of the mobile authorization calculation method according to an embodiment of the present invention;

[0032] Figure 6 This is an optional structural block diagram of the area control system according to an embodiment of the present invention. Detailed Implementation

[0033] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present application, and not all of them. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present application. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of the present application can be combined with each other.

[0034] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0035] Example 1

[0036] The method embodiment provided in Embodiment 1 of this application can be executed in a controller, server, computer, tablet, or similar computing scheduling device. Taking running on a computer as an example, Figure 1 This is a hardware structure block diagram of a computer according to an embodiment of the present invention. For example... Figure 1 As shown, a computer may include one or more ( Figure 1 Only one is shown in the diagram. A processor 102 (which may include, but is not limited to, a microprocessor MCU or a programmable logic device FPGA, etc.) and a memory 104 for storing data are also shown. Optionally, the computer may further include a transmission device 106 for communication functions and an input / output device 108. Those skilled in the art will understand that... Figure 1 The structure shown is for illustrative purposes only and does not limit the structure of the computer described above. For example, the computer may also include components that are larger than... Figure 1 The more or fewer components shown, or having the same Figure 1 The different configurations shown.

[0037] The memory 104 can be used to store computer programs, such as application software programs and modules, like the computer program corresponding to a subway emergency personnel allocation method in this embodiment of the invention. The processor 102 executes various functional applications and data processing by running the computer program stored in the memory 104, thereby implementing the above-described method. The memory 104 may include high-speed random access memory and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 104 may further include memory remotely located relative to the processor 102, and these remote memories can be connected to the computer via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0038] The transmission device 106 is used to receive or send data via a network. Specific examples of the network described above may include a wireless network provided by a computer's communication provider. In one example, the transmission device 106 includes a Network Interface Controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the transmission device 106 may be a Radio Frequency (RF) module used for wireless communication with the Internet.

[0039] This embodiment provides a method for determining train movement authorization. Figure 3 This is a flowchart of a train movement authorization determination method according to an embodiment of the present invention, such as... Figure 3 As shown, the process includes the following steps:

[0040] S302: Obtain route information and obstacle information for the train's current route;

[0041] S304: The route matching process for the current route is performed based on the route information and obstacle information;

[0042] S306: After the route matching process is completed, the train movement authorization is calculated based on the matched route and obstacle information.

[0043] The above embodiments provide a dynamic route matching and movement authorization determination scheme. Route matching is performed based on the basic status information of a single route. If preset conditions are not met, route matching is terminated, and matching is not continued until a preset maximum number of matches is reached. This scheme reduces the number of route matches, decreases the time spent querying and comparing obstacle information in feasible paths, and reduces the time consumed by trains when calculating movement authorization. This reduces the overall operating time of the area control system, increases the length of lines that the area control system can manage, and increases the number of trains that can be controlled, thereby reducing the construction cost of the entire line.

[0044] In a preferred embodiment of the present invention, before obtaining the route information and obstacle information of the train's current route, the method further includes: querying the route processing status of the current route; when the route processing status is "processed", performing a route matching process for the current route based on the route information and obstacle information; and when the route processing status is "not processed", ending the route matching process.

[0045] Specifically, the route matching process includes at least determining whether the current route has been successfully matched and whether to terminate the route matching process; the route matching process based on route information and obstacle information includes: determining whether the route information meets preset route conditions; if the route information does not meet the preset route conditions, determining that the current route matching is unsuccessful and terminating the route matching process; if the route information meets the preset route conditions, further determining whether the obstacle information meets preset obstacle conditions, and determining whether the current route matching is successful and whether to terminate the route matching process based on the determination result. Determining whether the current route matching is successful and whether to terminate the route matching process based on the determination result includes: if the obstacle information meets the preset obstacle conditions, determining that the current route matching is successful and matching the next route; if the obstacle information does not meet the preset obstacle conditions, determining that the current route matching is successful and terminating the route matching process.

[0046] The above-mentioned preset conditions are equivalent to adding an end condition to the route matching process, which allows for dynamic matching during the route matching process. When the end condition is met, the matching process is terminated in time, thereby saving matching steps and processes, and eliminating the need to match a preset number of routes.

[0047] The preset obstacle conditions include at least the following: First preset condition: no communication train; Second preset condition: no non-communication train occupying the axle counting section; Third preset condition: platform screen doors closed; Fourth preset condition: emergency stop button not pressed; Fifth preset condition: anti-slip doors not closed; Sixth preset condition: personnel protection zone SPKS not activated; Seventh preset condition: protection zone status normal. The preset route conditions include at least the following: Eighth preset condition: route starting signal status is green; Ninth preset condition: axle counting section within the route is locked; Tenth preset condition: turnouts within the route are in the necessary positions for the current route to be established; Eleventh preset condition: turnouts within the route are locked. Determining whether obstacle information meets the preset obstacle conditions includes: determining whether the obstacle information simultaneously meets the first to seventh preset conditions; determining whether route information meets the preset route conditions includes: determining whether the route information simultaneously meets the eighth to eleventh preset conditions. Preferably, in the above process, if any condition is not met, the process proceeds to the next judgment process, without having to perform judgments on all conditions, further saving the matching process and time.

[0048] After matching one route, the next route is matched, including: determining whether the number of matched routes has reached the preset maximum number of matched routes; if so, the route matching process ends; otherwise, the next route is taken as the current route, triggering the acquisition of the train's current route information and obstacle information. The matching process for the next route begins with the acquisition of the train's current route information and obstacle information, and continues until a match is successful, a match fails, or the matching process ends.

[0049] Optionally, before obtaining the route information and obstacle information of the train's current route, the method further includes: determining whether the train meets the route matching conditions; if so, querying the route processing status of the train's occupied route; if the route processing status is "processed", performing route matching on the train's occupied route; if the route processing status is "not processed", matching on the next route.

[0050] In the above implementation, route matching for train-occupied routes includes: acquiring route information of the train-occupied route; determining whether the route information meets the following conditions: the axle counting section within the route is locked, the turnout within the route is a necessary position for the current route to be established, and the turnout within the route is in a locked state; if so, it is determined that the train-occupied route matching is successful, and the next route is matched after successful matching; otherwise, the route matching process ends; wherein, matching the next route includes: taking the next route as the current route, triggering the acquisition of the route information and obstacle information of the train's current route.

[0051] This embodiment also provides another method for determining train movement authorization. Figure 4 This is a flowchart of another train movement authorization determination method according to an embodiment of the present invention, such as... Figure 4 As shown, the process includes the following steps:

[0052] S401: Start;

[0053] S402: The train meets the route matching requirements;

[0054] S403: Determine the route processing status when a train occupies a route;

[0055] S404: If the route is in the processed state, check the following within the route: ① The axle counting section within the route is locked; ② The turnouts within the route are in the necessary positions for the route to be established; ③ The turnouts within the route are in the locked state.

[0056] S405: If the above checks ①-③ are passed, proceed to step S406; otherwise, proceed to step S415 to end the route matching process.

[0057] S406: Match successful, proceed to the next path for matching;

[0058] S407: If the route is not processed, proceed to the next route matching; check if the route ahead of the train occupying the route has been processed; if the route is not processed, proceed to step S415 and end the route matching process.

[0059] S408: If the route is in the processed state, check the following within the route: ① No communication trains are present, ② No non-communication trains are occupying the axle counting section, ③ The platform screen doors are closed, ④ The emergency stop button is not pressed, ⑤ The anti-slip door is not closed, ⑥ The personnel protection area SPKS is not activated, and ⑦ The protection section is in normal condition.

[0060] S409: If ①-⑦ above are satisfied at the same time, continue the check and proceed to step S411;

[0061] S410: If any of ①-⑦ above is not met, continue checking: ① The signal at the beginning of the route is green; ② The axle counting section within the route is locked; ③ The turnouts within the route are in the necessary positions for the route to be established; ④ The turnouts within the route are locked. If ①-④ above are met, the route is matched and the route matching process is terminated; if any of ①-④ above are not met, the route is not matched and the route matching process is terminated.

[0062] S411: ① The signal at the beginning of the route is green; ② The axle counting section within the route is locked; ③ The turnouts within the route are in the necessary positions for the route to be established; ④ The turnouts within the route are locked.

[0063] S412: If ①-④ above are satisfied, then match the path and continue to match the next path; otherwise, proceed to step S415.

[0064] S413: Continue matching the next path. Has the preset maximum number of matching paths been reached? If the preset maximum number of matching paths configured by the system has been reached, then end the path matching process and proceed to step S415.

[0065] S414: If the preset maximum number of matching routes has not been reached, check whether the next route has been processed, and then proceed to step S408; otherwise, proceed to step S415.

[0066] S415: End.

[0067] In another preferred embodiment of the present invention, after the route matching process ends, the train movement authorization is calculated based on the matched routes and obstacle information. Figure 5 This is a flowchart of a mobile authorization calculation method according to an embodiment of the present invention, such as... Figure 5 As shown, the process includes the following steps:

[0068] S501: Start;

[0069] S502: Based on the matched routes, calculate the feasible path from the end of the last route to the position of the train head.

[0070] S503: Query all obstacle information on the feasible path. Obstacles include: ① train ahead, ② the beginning of the axle counting section occupied by non-communication cars, ③ platform screen doors, ④ emergency stop button, ⑤ anti-slip doors, ⑥ personnel protection area SPKS, and ⑦ protection section.

[0071] S504: The obstacles are sorted, including: ① the position of the rear of the train ahead, ② the starting position of the axle counting section when the non-communication car occupies the position, ③ the starting position of the section when the platform screen door is open, ④ the starting position of the section when the emergency stop button is pressed, ⑤ the starting position of the section when the anti-screw door is closed, ⑥ the starting position of the section included when the personnel protection area SPKS is activated, and ⑦ the starting position of the section where the protection section is not locked, to determine the obstacle closest to the front of the train;

[0072] S505: Calculate the endpoint of the movement authorization based on the feasible path from the front of the vehicle to the nearest obstacle;

[0073] S506: Set the position of the train head as the starting point of the movement authorization;

[0074] S507: Calculate the information of turnouts, platform screen doors, and emergency stop buttons within the section based on the starting position of the movement authorization and the ending position of the movement authorization;

[0075] S508: Store the complete movement authorization information of the train in the SRAM of the ZC system;

[0076] S509: End.

[0077] This invention employs a train movement authorization calculation method based on dynamic route matching, achieving dynamic train route matching. For urban rail transit lines, this effectively reduces train route matching time and the overall route matching time for all trains under the ZC system. Simultaneously, by reducing the number of routes, the time required to query and compare obstacle information in feasible paths is decreased, effectively reducing the ZC system's overall movement authorization calculation time for all trains. This allows the ZC system to have higher system capacity, reducing the traditional multiple ZC areas per line to fewer, or even just one, control of the entire line, effectively lowering line construction costs.

[0078] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, 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 is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0079] Example 2

[0080] This embodiment also provides a train movement authorization determination device for implementing the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0081] Figure 6 This is a structural block diagram of a regional control system according to an embodiment of the present invention, such as... Figure 6 As shown, the device includes:

[0082] Communication module 602 communicates with the vehicle control system;

[0083] The computing and storage module 604, connected to the communication module 602, is used to execute the train movement authorization determination method described above.

[0084] The power supply module 606 is connected to the communication module 602 and the computing and storage module 604, and is used to supply power to the communication module 602 and the computing and storage module 604.

[0085] The power supply module 606 supplies power to the entire system; the communication module receives external input information and outputs external information; the computing and storage module 604 is also used to store train movement authorization information, perform logical operations and SRAM storage, and complete train route dynamic matching, train movement authorization calculation and information storage; the communication module 602 reads the train movement authorization information stored in the SRAM of the ZC system, assembles it into packets, and sends it to the train's onboard ATP system through a redundant network.

[0086] The above embodiments provide a dynamic route matching and movement authorization determination scheme. Route matching is performed based on the basic status information of a single route. If preset conditions are not met, route matching is terminated, and matching is not continued until a preset maximum number of matches is reached. This scheme reduces the number of route matches, decreases the time spent querying and comparing obstacle information in feasible paths, and reduces the time consumed by trains when calculating movement authorization. This reduces the overall operating time of the area control system, increases the length of lines that the area control system can manage, and increases the number of trains that can be controlled, thereby reducing the construction cost of the entire line.

[0087] Example 3

[0088] Embodiments of the present invention also provide a storage medium storing a computer program, wherein the computer program is configured to execute the steps in any of the above method embodiments when running.

[0089] Optionally, in this embodiment, the storage medium may be configured to store a computer program for performing the following steps:

[0090] S1, obtain the train's current route information and obstacle information;

[0091] S2, perform the route matching process for the current route based on the route information and obstacle information;

[0092] S3, after the route matching process is completed, calculates the train's movement authorization based on the matched route and obstacle information.

[0093] Optionally, in this embodiment, the storage medium may include, but is not limited to, various media capable of storing computer programs, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0094] Embodiments of the present invention also provide an electronic device, including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the steps in any of the above method embodiments.

[0095] Optionally, the electronic device may further include a transmission device and an input / output device, wherein the transmission device is connected to the processor and the input / output device is connected to the processor.

[0096] Optionally, in this embodiment, the processor can be configured to perform the following steps via a computer program:

[0097] S1, obtain the train's current route information and obstacle information;

[0098] S2, perform the route matching process for the current route based on the route information and obstacle information;

[0099] S3, after the route matching process is completed, calculates the train's movement authorization based on the matched route and obstacle information.

[0100] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0101] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0102] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0103] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0104] 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 units can be selected to achieve the purpose of this embodiment according to actual needs.

[0105] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0106] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or 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 this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0107] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for determining train movement authorization, characterized in that, include: Obtain route information and obstacle information for the train's current route; The route matching process for the current route is performed based on the route information and the obstacle information; After the route matching process is completed, the train's movement authorization is calculated based on the matched routes and the obstacle information. The route matching process includes at least determining whether the current route is successfully matched and whether to terminate the route matching process. The route matching process for the current route based on the route information and the obstacle information includes: Determine whether the route information meets the preset route conditions; When the route information does not meet the preset route conditions, it is determined that the current route matching is unsuccessful and the route matching process is terminated. When the route information meets the preset route conditions, it is further determined whether the obstacle information meets the preset obstacle conditions. Based on the determination result, it is determined whether the current route is successfully matched and whether the route matching process is terminated. Determining whether the current route match is successful and whether to terminate the route matching process based on the judgment result includes: When the obstacle information meets the preset obstacle conditions, it is determined that the current path is successfully matched and the next path is matched. When the obstacle information does not meet the preset obstacle conditions, the current route matching is determined to be successful and the route matching process is terminated.

2. The method according to claim 1, characterized in that, Before obtaining the route information and obstacle information of the train's current route, the method further includes: Query the route processing status of the current route; When the route processing status is "processed", the route matching process for the current route is performed based on the route information and the obstacle information; When the route processing status is "not processed", the route matching process ends.

3. The method according to claim 1, characterized in that, The preset obstacle conditions include at least the following: First preset condition: no communication train; Second preset condition: no non-communication train occupying the axle counting section; Third preset condition: platform screen doors closed; Fourth preset condition: emergency stop button not pressed; Fifth preset condition: anti-slip doors not closed; Sixth preset condition: personnel protection zone SPKS not activated; Seventh preset condition: protection section in normal condition. The preset route conditions include at least the following: Eighth preset condition: route starting signal is green; Ninth preset condition: axle counting section in route is locked; Tenth preset condition: turnout in route is in a necessary position for the current route to be established; Eleventh preset condition: turnout in route is locked. The step of determining whether the obstacle information meets the preset obstacle conditions includes: determining whether the obstacle information simultaneously meets the first preset condition to the seventh preset condition; The step of determining whether the route information meets the preset route conditions includes: determining whether the route information simultaneously meets the eighth to the eleventh preset conditions.

4. The method according to claim 1, characterized in that, The matching of the next path includes: Determine whether the number of matched paths has reached the preset maximum number of matched paths; If so, then terminate the route matching process; Otherwise, the next route is taken as the current route, triggering the acquisition of the train's current route information and obstacle information.

5. The method according to claim 1, characterized in that, Before obtaining the route information and obstacle information of the train's current route, the method further includes: Determine whether the train meets the route matching conditions; If so, check the route processing status of the train occupying the route; When the route processing status is "processed", route matching is performed on the train-occupied route; When the route processing status is "not processed", the next route is matched.

6. The method according to claim 5, characterized in that, Route matching for the train-occupied route includes: Obtain the route information of the train occupying the route; Determine whether the route information simultaneously meets the following conditions: the axle counting section within the route is locked, the turnout within the route is a necessary position for the current route to be established, and the turnout within the route is in a locked state. If so, it is determined that the train occupancy route has been successfully matched, and the next route will be matched after the successful matching. Otherwise, terminate the route matching process; The matching of the next route includes: using the next route as the current route, triggering the acquisition of the route information and obstacle information of the train's current route.

7. The method according to claim 1, characterized in that, The calculation of train movement authorization based on the matched route and obstacle information includes: Based on the matched routes, a feasible path is calculated from the end of the last route to the head of the train. Query all obstacle information on the feasible path; wherein, the obstacles include: the train ahead, the axle counting section occupied by non-communication trains, platform screen doors, emergency stop buttons, anti-slip doors, personnel protection area SPKS, and protection section; The obstacles are sorted to determine the obstacle closest to the front of the train. Calculate the endpoint of the movement authorization based on the feasible path from the front of the vehicle to the nearest obstacle; The position of the train's front end is set as the starting point for the movement authorization; The information on turnouts, platform screen doors, and emergency stop buttons within the section from the starting point to the ending point of the mobile authorization is calculated and stored.

8. A zone control system, characterized in that, include: The communication module communicates with the vehicle control system. A computation and storage module, connected to the communication module, is used to execute the train movement authorization determination method as described in any one of claims 1 to 7; A power supply module, connected to the communication module and the computing and storage module, is used to supply power to the communication module and the computing and storage module.

9. An electronic device, characterized in that, It includes a processor, a communication interface, a memory, and a communication bus, wherein the processor, communication interface, and memory communicate with each other through the communication bus; wherein: Memory, used to store computer programs; A processor for executing the method steps of any one of claims 1 to 7 by running a program stored in memory.

10. A storage medium, characterized in that, The storage medium includes a stored program, wherein the program, when executed, performs the method steps of any one of claims 1 to 7.

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