A method, equipment, and medium for managing line resources in rail transit operation.

Abstract

This invention relates to a method, equipment, and medium for managing track resources in rail transit operations. The method achieves this by grouping and arranging track resources in turnout areas and establishing safe directions for trains using these resources. The method includes: step S1, grouping and arranging track resources in turnout areas; step S2, establishing safe directions for trains using these resources; step S3, determining the status of track resource usage and allocating track resources; and step S4, releasing resources and resetting the safe directions of the track resources. Compared with existing technologies, this invention has advantages such as effectively avoiding frontal and lateral conflicts, avoiding track resource deadlock, improving track resource utilization, and enhancing system security.

Description

Technical Field

[0001] This invention relates to train signal control systems, and more particularly to a method, equipment, and medium for managing track resources in rail transit operations. Background Technology

[0002] Throughout the entire process of rail transit operation and management, all online operating trains share rail transit line resources in a time-sharing manner to achieve the goal of safe and punctual operation. Therefore, the operation tasks of all online operating trains are characterized by competition and sharing. Although the problem of deadlock in the operation of all trains on the line has been fully considered when formulating the operation plan, in actual operation, there are various uncertainties in the operation of multiple trains on the line. This may lead to multiple trains competing for turnout line resources concurrently when merging or running head-on, resulting in a mismatch between the actual order in which trains acquire line resources and the order required by the operation plan, or even an operational deadlock, thus causing operational disruptions.

[0003] A search revealed that Chinese invention patent publication number CN 114275015 B discloses a train control system and control method based on resource management. The method includes the management of resource exclusive and shared states, resource application and release initiated by on-board train control equipment, and the determination of resource application, sorting, conflict, allocation and release states through resource management strategies. However, this existing patent does not disclose how to determine resource exclusive and shared states, thereby solving the problems of resource conflict and deadlock.

[0004] Therefore, how to avoid direct conflicts, side conflicts, and deadlock of line resources in the operation of rail transit has become a technical problem that needs to be solved. Summary of the Invention

[0005] The purpose of this invention is to overcome the defects of the prior art and provide a method, equipment and medium for managing line resources in rail transit operation.

[0006] The objective of this invention can be achieved through the following technical solutions:

[0007] According to a first aspect of the present invention, a method for managing track resources in rail transit operation is provided. This method achieves management through grouping and arranging track resources in turnout areas and establishing safe directions for trains using track resources. The method includes:

[0008] Step S1: Group and arrange the track resources in the turnout area;

[0009] Step S2: Establish a safe direction for trains using line resources;

[0010] Step S3: Determine the status of line resources used and allocate line resources;

[0011] Step S4: Release the resources and reset the safe direction of the line resources.

[0012] As a preferred technical solution, the constraint rules for the grouping and layout of track resources in the turnout area in step S1 include:

[0013] a) When a resource segment is in a non-conflicting state, other trains may request that resource segment;

[0014] b) When a resource segment is in a conflict state, it can only be allocated to subsequent trains after the preceding train releases that resource segment.

[0015] c) When multiple trains apply for a section of track at the same time, only one train can be allocated the track.

[0016] As a preferred technical solution, in step S1, the grouping layout of track resources in the turnout area is based on factors such as track resource utilization efficiency, conflicts, and deadlocks to seek the optimal grouping layout.

[0017] As a preferred technical solution, step S1, which involves grouping and arranging the track resources in the turnout area, includes:

[0018] For turnout tip connection topology, if the no-turnout area (C) between two turnouts is less than the maximum train length in the line, the areas related to the two turnouts together with the no-turnout area in the middle constitute a complete combined line resource (A).

[0019] As a preferred technical solution, step S1, which involves grouping and arranging the track resources in the turnout area, includes:

[0020] For a symmetrical connection topology after a turnout, if the no-turnout area (C) between two turnouts is less than the length of the largest train in the line, the areas related to the two turnouts together with the middle no-turnout area (C) constitute a complete section of combined line resources (A).

[0021] As a preferred technical solution, step S1, which involves grouping and arranging the track resources in the turnout area, includes:

[0022] For crossover topology, all turnout-side defense zones (B) in the crossover line constitute a combined line resource (A).

[0023] As a preferred technical solution, step S2, establishing a safe direction for trains using line resources, specifically involves:

[0024] 21) Establish a safety direction in the same direction as the task for the turnout track area within the task scope;

[0025] 22) For turnout side defense zones (B) outside the task area within the turnout line area, establish a safe direction away from the turnout center or line intersection.

[0026] As a preferred technical solution, in step S3, the state of using line resources includes shared state and exclusive state.

[0027] As a preferred technical solution, the shared state and exclusive state are specifically defined as follows: if the safe operating direction and turnout position of all line resources in the overlapping part are consistent between the subsequent train and the current train, then the line resource being used is in a shared state; otherwise, the line resource being used is in an exclusive state.

[0028] As a preferred technical solution, a certain line resource in the exclusive state can only be used by subsequent trains after it is released by the current train.

[0029] As a preferred technical solution, in the shared state, a certain line resource can be allocated to n trains simultaneously.

[0030] As a preferred technical solution, in step S3, all line resources requested by the train are merged and allocated at once.

[0031] As a preferred technical solution, in step S4, releasing resources specifically means: the last train in the line resources travels along the operation task, and releases the line resources immediately after passing through a section of line resources.

[0032] As a preferred technical solution, in step S4, resetting the safe direction of the line resources specifically means that the last train in the line resources releases a certain section of line resources while resetting the safe direction of that section of line resources.

[0033] According to a second aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

[0034] According to a third aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.

[0035] Compared with the prior art, the present invention has the following beneficial effects:

[0036] 1. This invention, by rationally combining and arranging track resources in the turnout area, effectively avoids head-on deadlock and loop deadlock of track resources in the turnout area when trains dynamically request track resources, thus taking into account both the safety and availability of the system.

[0037] 2. This invention establishes a safe direction for line resources and, in conjunction with turnout positions, determines whether line resources are exclusively or shared, effectively avoiding lateral and frontal conflicts, while also preventing operational deadlock.

[0038] 3. While releasing line resources, the safe direction of line resources is reset segment by segment to improve the utilization rate of line resources. Attached Figure Description

[0039] Figure 1 This is a flowchart illustrating a method for managing line resources in rail transit operation according to the present invention.

[0040] Figure 2 This is a schematic diagram of the topology type of turnout tip connection in this invention;

[0041] Figure 3 This is a schematic diagram of the symmetrical connection topology type after the turnout in this invention;

[0042] Figure 4 This is a schematic diagram of the topology type of the turnout crossover in this invention;

[0043] Figure 5 This is a schematic diagram of the safe direction establishment mechanism for the turnout tip connection topology type in this invention;

[0044] Figure 6 This is a schematic diagram of the safe direction establishment mechanism for the symmetrical connection topology type of turnouts in this invention;

[0045] Figure 7 This is a schematic diagram illustrating the safety direction establishment mechanism for crossover topology types in this invention;

[0046] In the diagram: A - Combined track resources, B - Turnout side defense zone, C - No turnout area, D51 - Passing through the straight position of turnout 2 after turnout 2, D52 - Passing through the side position of turnout 2 after turnout 2, D61 - Passing through the straight position of turnout 3 before turnout 3, D62 - Passing through the side position of turnout 3 before (after) turnout 3, D71 - Passing through the straight position of track intersection, D72 - Passing through the straight (side) position of turnout 5 after turnout 5. Detailed Implementation

[0047] 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, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0048] Train operation tasks possess concurrent characteristics such as independence and asynchronicity. Throughout the entire process of rail transit operation management, all online operating trains share rail transit line resources in a time-sharing manner to achieve the goal of operational safety and punctuality. Therefore, the operation tasks of all online operating trains are characterized by competition and sharing. Although the deadlock problem of all trains operating on the line has been fully considered when formulating the operation plan, in actual operation, there are various uncertainties in the operation of multiple trains on the line. This may lead to multiple trains competing for switch line resources concurrently when merging or running head-on, resulting in operational disorder or obstruction. This may lead to two situations: the actual operation tasks obtained by the train do not match the sequence required by the operation plan; and deadlock between train operation tasks leads to operational congestion.

[0049] This embodiment relates to a method for managing line resources in rail transit operation. The process of this method is as follows: Figure 1 As shown:

[0050] Step S1: Group and arrange the track resources where the turnout is located according to the turnout topology and safe operating direction.

[0051] To improve track resource utilization and reduce the area of ​​track resources used by each train, the resources requested by a train need to be moderate—neither too much nor too little. Simultaneously, to avoid lateral and head-on collisions, and to prevent operational deadlocks, resource allocation needs to be based on three factors: track resource utilization efficiency, collisions, and deadlocks, seeking the optimal allocation method. Therefore, the allocation of turnout area resources requires a reasonable grouping layout to ensure safe, efficient, and smooth operation.

[0052] To prevent conflicts, the constraints on the grouping and layout of line resources include:

[0053] a) When a resource is in a non-conflicting state, it will not prevent other trains from requesting that resource.

[0054] b) When a resource segment is in a conflict state, it can only be allocated to this train after the previous train releases that resource segment.

[0055] c) When multiple trains apply for line resources at the same time, only one train can be allocated.

[0056] The following section outlines the grouping and layout of track resources for different types of turnout topologies:

[0057] 11) For turnout tip connection topology types, such as Figure 2As shown, there are two turnouts, No. 1 and No. 2. The two sets of turnout side protection zones B and the area between the turnouts are combined into a section of track resources. If the no-turnout area C between the two turnouts is less than the length of the largest train formation in the line, then the areas related to the two sets of turnouts, together with the no-turnout area C in the middle, will constitute a complete section of combined track resources A, that is, the area surrounded by the dashed line.

[0058] 12) For symmetrical connection topologies after turnouts, such as... Figure 3 As shown, there are two turnouts, No. 3 and No. 4. If the distance between the two turnouts and the unconnected track section is less than the length of the largest train formation in the line, then the areas related to the two turnouts, together with the unconnected area C in the middle, will constitute a complete combined track resource A, that is, the area surrounded by the dashed line.

[0059] 13) For crossover topologies (such as crossover tracks or double-crossing turnouts), such as... Figure 4 As shown, the left diagram shows a crossing line without turnouts. The right diagram shows a double-headed turnout with two turnouts, No. 5 and No. 6. The area within the side impact protection range of all crossing lines or double-headed turnouts constitutes a combined line resource A, i.e., the area enclosed by the dashed line.

[0060] Step S2: Establish a safe direction for trains using line resources.

[0061] Track resources have a safe direction attribute. For multiple trains operating in the same direction, track resources are shared. However, for two trains operating in opposite safe directions within the same track segment, those resources are exclusively used. To maximize the parallel operation of multiple trains on the track, improve track utilization, and increase train throughput, for trains with the same task passing through a turnout area, a tracking relationship can be established because the safe direction of the turnout area within the task range is the same, the turnout position is the same, and the order in which the two trains request resources within that area is determined. Therefore, this section of track resources can be shared by multiple trains operating in the same direction.

[0062] If the safety direction of any line resource differs between the two trains' operational tasks, the following train must wait for the preceding train to release the conflicting resource before it can be used by the following train. This ensures that the conflicting resource is exclusively occupied by one train. At the same time, the safety direction of the resource and the safety direction of switch side protection zone B are released simultaneously. Only when there are no reversed line resources in the other train's operational task can that train execute its own operational task.

[0063] To avoid direct conflict, when a train passes through a turnout area, track resources for that section of turnouts are requested for the train, and a safe direction is established for the turnout track area within the mission area, which is the same as the mission direction.

[0064] To avoid lateral conflicts, when a train passes through a turnout area, the train is granted track resources for that section of the turnout group, and a safe direction is established for the turnout side defense zone B outside the task area within the turnout area, away from the turnout center or track intersection.

[0065] like Figure 5 The safety direction establishment mechanism for the turnout tip connection topology type shown in the figure. Figure 5 In the left figure, the train passes through D51 from the back of turnout 2 along the straight section of turnout 2. Once the operation task of passing through this turnout is used by the current train, the safe direction of the turnout line (the straight line in the figure) within the task range is the same as the operation task direction. The safe direction of the side protection zone B of turnouts 1 and 2 outside the task range is away from the turnout center or the line intersection.

[0066] like Figure 5 As shown in the middle right figure, the train passes through D52 along the side of turnout 2 after turnout 2. Once the operation task of passing through this turnout is used by the current train, the safety direction of the lower left and straight turnout lines within the task range is the same as the operation task direction. The safety direction of the side defense zone B of turnout 1 and turnout 2 (the straight line after turnout 2 and the upper right line after turnout 1 in the figure) outside the task range is away from the turnout center or the line intersection.

[0067] All resources are combined and allocated at once. In order to avoid the risk of side or frontal conflict, for the first train passing through the resources of this section of the line, a safe direction must be established for all resources on its operating mission path. At the same time, a side collision safety direction must be established in the side protection zone related to the turnout and the associated combined line resource A.

[0068] Based on the aforementioned safety direction establishment mechanisms for frontal and lateral conflicts, the safety direction establishment mechanisms for different types of turnout topology lines are the same.

[0069] like Figure 6 The diagram shows the safe direction establishment mechanism for the turnout tip connection topology type. Figure 6 In the left figure, the train passes through D61 from the straight position of the No. 3 turnout. Once the operation task of passing through the turnout is used by the current train, the safe direction of the turnout line (the straight line in the figure) within the task range is the same as the operation task direction. The safe direction of the side protection zone B of the No. 3 and No. 4 turnouts outside the task range (the upper right of the No. 3 turnout and the upper left of the No. 4 turnout in the figure) is far away from the turnout center or the line intersection.

[0070] like Figure 6As shown in the middle right figure, the train passes through D62 along the lateral position of turnout 3 before (or after) turnout 3. Once the operation task of passing through this turnout is used by the current train, the safe direction of the straight ahead of turnout 3 and the upper right track after turnout within the task range is the same as the operation task direction. The safe direction of turnout 3 side protection zone B (straight ahead of turnout 3) outside the task range is far away from the turnout center or track intersection. Turnout 4 in the figure does not involve the safe direction.

[0071] The diagram illustrates the secure direction establishment mechanism for crossover topology types. Figure 7 The left figure shows a crossing line. The train passes through D71 directly from the crossing point. Once the operation task of passing through the crossing is used by the current train, the safe direction of the straight line within the task range is the same as the operation task direction. The safe direction of the diagonal line outside the task range is away from the turnout or the crossing point.

[0072] like Figure 7 The middle right figure shows a double-cross turnout. The train passes through D72 from the turnout after turnout 5 along the straight (side) position of turnout 5. Once the operation task of passing through this turnout is used by the current train, the safe direction of the straight track within the task range is the same as the operation task direction. The safe direction of the side protection zone B (diagonal track) of turnouts 5 and 6 outside the task range is away from the turnout center or track intersection.

[0073] In step S3, subsequent trains determine whether the resources of that section of the line are shared or exclusively based on the safe operating direction and the position of the switches on the operating route.

[0074] If the tasks of subsequent trains overlap with those of the current train, the consistency of safe operating directions and turnout positions of all track resources in the overlapping section is compared between the two trains. If any condition of a track resource is not met, the overlapping track resource is determined to be "mutually exclusive" or "conflicting." Therefore, in this state, the track resource is in an "exclusive" state, and this section of track resource can only be used by subsequent trains after being released by the current train. If the safe operating directions and turnout positions of the track resources in the overlapping section meet the requirements of both trains, the track resource is determined to be in a "shared" state. In this case, the track resource can be allocated to both trains simultaneously to improve the ability to pass through the overlapping section of track resource.

[0075] When the track resources of this combination have been allocated to the preceding train, if the operation task of a subsequent train intersects with any track resource in this combination, when applying for the track resources of this intersection for the subsequent train, in order to avoid the risks of lateral and frontal conflicts and to avoid operational deadlock, it is necessary to check whether the safe direction of the intersecting part of the track resources in the combination and the position of the switches they pass through are consistent with the conditions required for the operation task; if the check fails, all track resources in the intersection part shall not be allocated to the subsequent train.

[0076] Step S4: Reset the safety orientation of the line resources.

[0077] As the last train in the line resource travels segment by segment along the operational task, it immediately releases the line resource after each segment is passed, and simultaneously resets the safe direction of that segment. Therefore, the safe direction of the line resource is based on a segment-by-segment reset mechanism during train operation.

[0078] By considering the safety direction and switch locations within a region, it can be determined whether the train's operation will conflict with other trains on that section of track. Operational deadlock issues can be avoided by rationally combining and allocating track resources related to switches.

[0079] The above is an introduction to the method embodiments. The following embodiments using electronic devices and storage media will further illustrate the solution of the present invention.

[0080] The electronic device of this invention includes a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in read-only memory (ROM) or loaded from a storage unit into random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0081] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0082] The processing unit performs the various methods and processes described above, such as the methods of the present invention. For example, in some embodiments, the methods of the present invention may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the methods of the present invention described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute the methods of the present invention by any other suitable means (e.g., by means of firmware).

[0083] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0084] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0085] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0086] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for managing line resources in rail transit operation, characterized in that, This method is achieved through the grouping and layout of track resources in the turnout area and the establishment of safe directions for trains using track resources. The method includes: Step S1: Group and arrange the track resources in the turnout area; Step S2: Establish a safe direction for trains using line resources; Step S3: Determine the status of line resources used and allocate line resources; Step S4: Release the resources and reset the safe direction of the line resources; In step S1, the grouping and layout of track resources in the turnout area includes: For turnout tip connection topology, if the no-turnout area (C) between two turnouts is less than the maximum train length in the line, the areas related to the two sets of turnouts together with the no-turnout area in the middle constitute a complete combined line resource (A).

2. The method for managing line resources in rail transit operation according to claim 1, characterized in that, In step S1, the constraint rules for the grouping and layout of track resources in the turnout area include: a) When a resource segment is in a non-conflicting state, other trains may request that resource segment; b) When a resource segment is in a conflict state, it can only be allocated to subsequent trains after the preceding train releases that resource segment. c) When multiple trains apply for a section of track at the same time, only one train can be allocated the track.

3. The method for managing line resources in rail transit operation according to claim 1, characterized in that, In step S1, the grouping and layout of track resources in the turnout area is based on factors such as track resource utilization efficiency, conflicts, and deadlocks to seek the optimal grouping and layout.

4. The method for managing line resources in rail transit operation according to claim 1, characterized in that, In step S1, the grouping and layout of track resources in the turnout area includes: For a symmetrical connection topology after a turnout, if the no-turnout area (C) between two turnouts is less than the length of the largest train in the line, the areas related to the two turnouts together with the middle no-turnout area (C) constitute a complete combined line resource (A).

5. A method for managing line resources in rail transit operation according to claim 1, characterized in that, In step S1, the grouping and layout of track resources in the turnout area includes: For crossover topology, all turnout-side defense zones (B) in the crossover line constitute a combined line resource (A).

6. A method for managing line resources in rail transit operation according to claim 1, characterized in that, In step S2, establishing a safe direction for trains using line resources specifically involves: 21) Establish a safety direction in the same direction as the task for the turnout track area within the task scope; 22) For turnout side defense zones (B) outside the task area within the turnout line area, establish a safe direction away from the turnout center or line intersection.

7. A method for managing line resources in rail transit operation according to claim 1, characterized in that, In step S3, the states in which line resources are used include shared state and exclusive state.

8. A method for managing line resources in rail transit operation according to claim 7, characterized in that, The shared and exclusive states are as follows: if the safe operating direction and turnout position of all line resources in the overlapping part are the same for subsequent trains and current trains, then the line resources being used are in a shared state; otherwise, the line resources being used are in an exclusive state.

9. A method for managing line resources in rail transit operation according to claim 7, characterized in that, In the exclusive state, a certain line resource can only be used by subsequent trains after it is released by the current train.

10. A method for managing line resources in rail transit operation according to claim 7, characterized in that, In the shared state, a certain line resource can be allocated to n trains simultaneously.

11. A method for managing line resources in rail transit operation according to claim 1, characterized in that, In step S3, all line resources requested by the train are merged and allocated at once.

12. A method for managing line resources in rail transit operation according to claim 2, characterized in that, In step S4, releasing resources specifically means that the last train in the line resources travels along the operation task, and releases the line resources immediately after passing through a section of line resources.

13. A method for managing line resources in rail transit operation according to claim 1, characterized in that, In step S4, resetting the safe direction of the line resources specifically means that the last train in the line resources releases a certain segment of line resources while resetting the safe direction of that segment of line resources.

14. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 13.

15. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 13.

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