A multi-control subject's through operation train dispatching management system and method

Abstract

The application discloses a multi-control-subject train dispatching management system and method for running through a route, and the application considers the constraint conditions between the two operation sides, the signal system architecture and the function distribution design before the co-linear operation, so as to ensure the uninterrupted dispatching and control of the train running by all the parties of the train running through a route. The application can eliminate the information blind spot of the party running through a route to the train running through a route in the running section, and can realize the continuous management of the party running through a route to the train running through a route in the whole process under the premise that the information flow conversion mode of the train running through a route in the running section is not changed.

Description

Technical Field

[0001] This invention belongs to the technical field of multi-level road network signaling systems, specifically relating to a multi-control entity-based train dispatching and management system and method for bypass operation. Background Technology

[0002] Currently, the two main signaling systems are the CTCS-2 system, primarily used on national railway trunk lines, and the CBTC system, primarily used in urban rail transit. These two systems have developed independently, with identical subsystems and equipment compositions and assigned functions. Furthermore, the communication content and formats between subsystems (including onboard and ground system equipment) differ. In addition, to adapt to the public transit development of intercity (regional) road networks in metropolitan areas, the CTCS-2 system has further evolved into the CTCS-2+ system, which boasts higher public transit and automation capabilities, with further technological improvements in dispatching management and the adaptability of underlying signaling equipment to public transit functions. When different operating entities are responsible for management, it can also be considered an independent signaling system.

[0003] When it's necessary to utilize corridors to attract passenger flow, when the lines have a certain surplus dispatch capacity, or when engineering construction conditions are limited, the transportation organization of multi-level rail networks may require some trains to detour through sections of lines with different signaling systems. In such cases, besides ensuring proper configuration of ground signaling equipment in the shared sections to meet system functions, it's also necessary to consider the needs of different train owners for uninterrupted dispatching and control of trains operating online. Currently used engineering projects, systems, and related technologies do not meet this requirement. Summary of the Invention

[0004] The purpose of this invention is to overcome the deficiencies of the prior art. This invention provides a multi-control entity train dispatching and management system and method for shared track operation. By considering the constraints between the two operating parties and the allocation design of the signal system architecture and functions before co-operation, this invention ensures uninterrupted dispatching and control of train operation by all parties involved in shared track operation.

[0005] To achieve the desired effect, the present invention adopts the following technical solution:

[0006] This invention discloses a multi-control entity-based train dispatching and management system for track-sharing operations, comprising:

[0007] The primary signaling system of the borrowed side serves as the direct operating system for the operation and scheduling of all trains in both the borrowing and borrowed sides within the borrowed section. It works in conjunction with the primary signaling system of the borrowed side and the borrowing signaling system of the borrowing side to realize all the functions of the primary signaling system of the borrowed side and the borrowing signaling system of the borrowing side, and conducts real-time information exchange with each train in the borrowed side.

[0008] The bypass signaling system of the bypassing party, as an indirect control system, monitors the various operations of the main signaling system through operational constraints and the communication interface between the bypassing party's main signaling system and the bypass signaling system of the bypassing party. It cooperates to realize all functions of the bypass signaling system and conducts real-time information exchange with each train of the bypassing party. The central equipment of the bypass signaling system of the bypassing party exchanges information with the central equipment of the main signaling system of the bypassing party through the communication interface.

[0009] Furthermore, the operational constraints are used to determine the scope of authority and responsibility of the primary signaling system of the bypassing party and the bypassing party's signaling system.

[0010] Furthermore, within the bypass section, the primary signaling system of the bypassed party and the bypassing party's signaling system share the underlying basic signaling equipment, while the primary signaling system of the bypassed party and the bypassing party's signaling system use independent networks.

[0011] Furthermore, the communication interface is a communication transmission channel or an IP channel.

[0012] Furthermore, the information exchanged between the central equipment of the bypassing signal system of the bypassing party and the central equipment of the primary signal system of the bypassed party through the communication interface includes: the train crossing operation plan, the working status of each signal system equipment, trackside equipment, and on-board equipment in the bypassing section, the temporary speed limit on both sides of the train crossing operation, and the monitoring information of the signal system in the bypassing section.

[0013] Furthermore, the primary signaling system of the bypassing party is the ATS central system of the CBTC system, and the bypassing party's signaling system is the CTC central system of the CTCS system.

[0014] Furthermore, the central equipment of the bypass signaling system of the bypassing party includes: Automatic Train Monitoring System (ATS) central equipment, Section Controller (ZC) equipment, and Centralized Monitoring Host Equipment; the central equipment of the bypass signaling system of the bypassing party includes: Centralized Dispatch Control Center (CTC) central equipment, Temporary Speed ​​Limit Server (TSRS) equipment, and Centralized Monitoring Host Equipment.

[0015] Furthermore, the primary signaling system of the bypassing party is the CTC central system of the CTCS system, and the bypassing party's signaling system is the ATS central system of the CBTC system.

[0016] Furthermore, the central equipment of the bypass signaling system of the bypassing party includes: a centralized dispatching center (CTC) central equipment, a temporary speed limit server (TSRS) equipment, and a centralized monitoring host equipment; the central equipment of the bypass signaling system of the bypassing party includes: an automatic train monitoring system (ATS) central equipment, a section controller (ZC) equipment, and a centralized monitoring host equipment.

[0017] This invention also discloses a method for scheduling and managing trains operating on shared tracks with multiple control entities. The method is based on any of the systems described above and includes:

[0018] The main signaling system of the borrowing side is used as the direct operating system for the operation and scheduling of all trains in both the borrowing and borrowing sides within the borrowing section. It works together to realize all the functions of the main signaling system of the borrowing side and the borrowing signaling system of the borrowing side, and conducts real-time information exchange with each train in the borrowing side.

[0019] The bypass signaling system of the bypassing party is used as an indirect control system. Through operational constraints and the communication interface between the bypassing party's main signaling system and the bypass signaling system of the bypassing party, the system monitors the various operations of the main signaling system, cooperates to realize all functions of the bypass signaling system, and conducts real-time information exchange with each train of the bypassing party. The central equipment of the bypass signaling system of the bypassing party exchanges information with the central equipment of the main signaling system of the bypassed party through the communication interface.

[0020] Compared with existing technologies, the beneficial effects of this invention are as follows: This invention provides a multi-control entity-based train dispatching and management system and method for shared-track operation. By considering the constraints between the operating parties and the allocation of signal system architecture and functions before co-track operation, this invention ensures uninterrupted dispatching and control of train operation by all parties involved in the shared-track operation. This invention can eliminate information blind spots for the sharing parties regarding the operation of shared-track trains in the shared-track section. This invention enables continuous and coordinated management of the entire process of shared-track train operation by the sharing parties without changing the information flow methods during the shared-track operation. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are 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.

[0022] Figure 1 This is a schematic diagram illustrating an application scenario of a multi-control entity-based train dispatching and management system for bypassing tracks, provided in an embodiment of the present invention.

[0023] Figure 2 This is a flowchart of a multi-control entity train dispatching and management method provided in an embodiment of the present invention. Detailed Implementation

[0024] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0025] Currently, the owner of the line being used controls the operational status of its track infrastructure, power supply and substations, communication and signaling equipment, as well as information on passenger service-related systems within the station. They maintain and manage these facilities and equipment based on their condition. The operation and maintenance plan, train operation plan, and online train monitoring for this line are, in principle, managed by the owner of the line being used. Trains using a different signaling system maintain their own onboard equipment and utilize the infrastructure and equipment of the line being used. The ground system equipment in the used section is responsible for providing the onboard equipment with the necessary information for train operation. However, during operation, information and functions such as temporary speed limits, online train operation status, and real-time communication between dispatchers and trains, managed on a system-wide basis, experience interruptions for the owner of the used train in the used section. Therefore, it is necessary to design the signaling system architecture and functional allocation to ensure uninterrupted dispatching and control of train operations by the owner of the used train.

[0026] See Figure 1 This invention discloses a multi-control entity-based train dispatching and management system for bypassing tracks, comprising:

[0027] The primary signaling system of the borrowed side serves as the direct operating system for the operation and scheduling of all trains in both the borrowing and borrowed sides within the borrowed section. It works in conjunction with the primary signaling system of the borrowed side and the borrowing signaling system of the borrowing side to realize all the functions of the primary signaling system of the borrowed side and the borrowing signaling system of the borrowing side, and conducts real-time information exchange with each train in the borrowed side.

[0028] Specifically, this invention uses the primary signaling system as the direct control system to organize the information flow of trains of this type, as well as all operational and control functions required for the operation scheduling and control of trains of various types. These functions include adjusting and managing train operation plans within the section, managing temporary speed limits in the section, and performing other relevant section logic checks, train impounding, and stop management as needed; collecting status information of trains and underlying signaling equipment in the section; transmitting the actual status of signaling system equipment and train operation, operation plans, and temporary speed limit settings within the section to the borrowing signaling system; and exchanging train operation plans and onboard equipment operating status with the trains of the borrowed section.

[0029] The bypass signaling system of the bypassing party, as an indirect control system, monitors the various operations of the main signaling system through operational constraints and the communication interface between the bypassing party's main signaling system and the bypass signaling system of the bypassing party. It cooperates to realize all functions of the bypass signaling system and conducts real-time information exchange with each train of the bypassing party. The central equipment of the bypass signaling system of the bypassing party exchanges information with the central equipment of the main signaling system of the bypassing party through the communication interface.

[0030] Specifically, this invention uses the bypass signaling system as an indirect control system. The bypass signaling system does not need to perform any operational tasks. It monitors the operations of the primary signaling system through operational constraints, forwards train operation plans prepared by the primary signaling system to trains using the bypass, and collects and forwards the operational status of onboard equipment from each train using the bypass to the primary signaling system. The bypass signaling system's function of preparing and adjusting train plans is reflected and monitored through pre-determined operational constraints. Its dispatching and monitoring functions include information replication and organizing the flow of signal information within the system, including replicating the train operation status and ground signaling equipment status of the shared section, transferring the train operation plan for that section from the primary signaling system, and replicating commands such as train impoundment and stop as needed. This achieves continuous and comprehensive management of the entire process of bypass trains operating in the bypass section.

[0031] It is worth noting that, in order to ensure the safe operation of trains within the borrowed section, the dispatching and command authority of trains within the borrowed section should remain unified and unique, with the party using the borrowed section acting as the main operator for unified dispatching and control, and the party using the borrowed section acting as the secondary operator.

[0032] In a preferred embodiment, the operational constraints are used to determine the scope of authority and responsibility of the primary signaling system of the bypassing party and the bypassing party's signaling system.

[0033] Specifically, to ensure that all owners of trains using the same track have fair train operation efficiency and continuous safety monitoring capabilities, operational constraints need to be established in advance between the operating entities of both the train using the track and the trains using the same track, defining the scope of their rights and responsibilities. This can include the following aspects:

[0034] ① The train operation needs of the borrowing party are determined through a train operation agreement signed by both parties, and the agreement is incorporated into the train operation plan prepared by the main operator;

[0035] ② Ensure that the vehicle using the shared track can access information on the online operation of trains, as well as the status of communication, signaling, power, and power supply and transformation systems and equipment in the shared section;

[0036] ③ Adjustments to the train operation plan during the operation process shall be made by the main operator according to certain rules. The rules and methods for adjustment shall be determined through the operation coordination plan signed by both parties to ensure the fair operation efficiency of the trains operated by the new operator.

[0037] ④ The vehicle using the same route has the function of forwarding the operation plan to the train crossing the same line.

[0038] Within the shared passage section, the primary signaling system of the party being shared and the shared passage signaling system of the party being shared share the underlying basic signaling equipment, and the primary signaling system of the party being shared and the shared passage signaling system of the party being shared use independent networks.

[0039] Specifically, the section being used and other sections of the line being used form a complete primary signaling system, and the section being used and other sections of the line being used form a complete secondary signaling system. The functional allocation, internal information flow, and vehicle-to-ground communication methods of the primary signaling system of the section being used and the secondary signaling system of the line being used all maintain the requirements of their respective standards.

[0040] Preferably, the communication interface is a communication transmission channel or an IP channel.

[0041] Specifically, the primary signaling system of the party being bypassed and the bypassing signaling system of the party being bypassed communicate with each other through a communication transmission channel or an IP channel.

[0042] Specifically, the central equipment of the primary signaling system utilizes the central equipment of the signaling system of the line being bypassed; the central equipment of the bypassing signaling system utilizes the central equipment of the bypassing line signaling system; and the central equipment of the primary signaling system of the bypassed party and the bypassing signaling system of the bypassing party exchange information through a communication interface.

[0043] Preferably, the information exchanged between the central equipment of the bypassing signal system of the bypassing party and the central equipment of the primary signal system of the bypassed party through the communication interface includes: the train crossing operation plan, the working status of each signal system equipment, trackside equipment, and on-board equipment in the bypassing section, the temporary speed limit on both sides of the train crossing operation, and the monitoring information of the signal system in the bypassing section.

[0044] In one embodiment, the primary signaling system of the bypassing party is the ATS central system of the CBTC system, and the bypassing party's bypassing signaling system is the CTC central system of the CTCS system.

[0045] Preferably, the central equipment of the bypass signaling system of the bypassing party includes: Automatic Train Monitoring System (ATS) central equipment, Section Controller (ZC) equipment, and Centralized Monitoring Host Equipment; the central equipment of the bypass signaling system of the bypassing party includes: Centralized Dispatch Control Center (CTC) central equipment, Temporary Speed ​​Limit Server (TSRS) equipment, and Centralized Monitoring Host Equipment.

[0046] Specifically, the CBTC system will be the primary operator for unified scheduling and control, while the CTCS system will serve as a secondary operator. In the CBTC system, the ATS (Automatic Signalling System) center is the primary signaling system, responsible for all operational and control functions required by both CBTC and CTCS trains and systems, basic information collection, and information exchange with other trains on the same line. The CTCS system's CTC (Central Traffic Control Center) center is an auxiliary system within the shared line section, not performing any operational or control functions, but only repeating and forwarding functions, including forwarding operation plans to CTCS trains crossing into the line.

[0047] To ensure fair operational efficiency for CTCS trains and that the CTCS system possesses continuous safety monitoring capabilities for online trains, operational constraints need to be established in advance between the operating entities of both the borrowed and the borrowing lanes, defining the scope of their respective rights and responsibilities. This includes:

[0048] ①The train operation requirements under the CTCS system are determined through the train operation agreement signed by both parties and incorporated into the train operation plan compiled by ATS;

[0049] ② Ensure that the CTCS system can grasp the online operation status of trains, as well as the status information of related systems and equipment such as communication, signaling, power and power supply in the shared section;

[0050] ③ The ATS shall make adjustments to the train operation plan according to certain rules. The rules and methods of adjustment shall be determined by the operation coordination plan signed by both parties to ensure the efficiency of train operation for the cross-operator fairly.

[0051] ④ The CTCS system has the function of forwarding operation plans to crossover trains running on the same line.

[0052] The section that is used for bypassing the train's track forms a complete CBTC signaling system with other CBTC sections, and a complete CTCS signaling system with other CTCS sections. The underlying basic signaling equipment of the two systems, including interlocking, dispatching, and monitoring sub-equipment, is shared, and a train control center is also provided. The CBTC and CTCS system networks remain relatively independent, and the functional allocation, internal information flow, and train-to-ground communication methods of the two systems maintain all requirements of their respective standards.

[0053] The central equipment of the CBTC system in the bypassed section utilizes the central equipment set up as a whole on the bypassed line, including the Automatic Train Control (ATS) central equipment, Zone Controller (ZC) equipment, and centralized monitoring host equipment. The central equipment of the CTCS system in the bypassed section utilizes the central equipment set up as a whole on the bypassed line, including the Central Dispatch Control (CTC) central equipment, Temporary Speed ​​Limit Server (TSRS) equipment, and centralized monitoring host equipment. Information is exchanged between the ATS and CTC central equipment, between the ZC and TSRS, and between the centralized monitoring host equipment of the two signaling systems via communication interfaces (including communication transmission channels or IP channels). This exchange includes information on cross-line operation plans, the operating status of signaling system equipment and trackside / onboard equipment in the bypassed section, temporary speed limits on both sides of the cross-line operation, and monitoring information of the signaling system in the bypassed section.

[0054] The CBTC system is the direct control entity for the dispatching and management of the bypass section. It organizes the information flow required for train operation control within the CBTC system, as well as all operational and control functions required for train operation dispatching and control of various systems. This includes adjusting and managing train operation plans within the section, managing temporary speed limits in the section, and performing other relevant section logic checks, train impounding, and stop management as needed. It is responsible for collecting status information of trains and underlying signaling equipment in the section. It is also responsible for transmitting the actual operation status of signaling system equipment and trains, operation plans, and temporary speed limit settings within the section to the CTCS signaling system.

[0055] The CTCS system is an indirect control system for the scheduling and management of shared sections. It does not perform any operational work. Its function of train plan preparation and adjustment is reflected and monitored through pre-determined operational constraints. The system's scheduling and monitoring functions include information repetition and organizing the flow of signal information within the CTCS system. This includes repetition of the train operation status and ground signal equipment status of the shared section, transferring the train operation plan of the section from the CBTC signal system, repetition of commands such as train impoundment and stop as needed, and forwarding operation plan information to CTCS trains to achieve continuous and comprehensive management of CTCS trains throughout the entire process of operation in the shared section.

[0056] Preferably, the primary signaling system of the route being diverted is the CTC central system of the CTCS system, and the route-diverting signaling system of the route-diverting party is the ATS central system of the CBTC system.

[0057] In a preferred embodiment, the central equipment of the bypass signaling system of the bypassing party includes: a centralized dispatching center (CTC) central equipment, a temporary speed limit server (TSRS) equipment, and a centralized monitoring host equipment; the central equipment of the bypass signaling system of the bypassing party includes: an automatic train monitoring system (ATS) central equipment, a section controller (ZC) equipment, and a centralized monitoring host equipment.

[0058] Specifically, the CTCS system will serve as the primary operator for unified scheduling and control, while the CBTC system will act as a secondary operator. Within the CTCS system, the CTC center is the primary operating system, responsible for all operational and control functions required by both CBTC and CTCS trains and systems, basic information collection, and information exchange with other trains on the same line. The ATS center serves as an auxiliary operating system within the shared section, performing no operational or control tasks, only repeating and forwarding functions, including forwarding operation plans to intervening CBTC trains.

[0059] To ensure fair operating efficiency for CBTC trains and to enable the CBTC system to continuously monitor the safety of online trains, operational constraints need to be established in advance between the operating entities of both the train being used and the trains using the same track, defining the scope of their respective rights and responsibilities. This includes:

[0060] ①The train operation requirements under the CBTC system are determined through a train operation agreement signed by both parties and incorporated into the train operation plan prepared by the CTC;

[0061] ② Ensure that the CBTC system can grasp the online operation status of trains, as well as the status information of related systems and equipment such as communication, signaling, power and power supply in the shared section;

[0062] ③ The CTC shall make adjustments to the train operation plan according to certain rules. The rules and methods of adjustment shall be determined by the operation coordination plan signed by both parties to ensure the efficiency of train operation for the cross-operator fairly.

[0063] ④ The CBTC system has the function of forwarding operation plans to crossover trains running on the same line.

[0064] The section that is used for track connection with other sections of CTCS forms a complete CTCS signaling system, and the section that is used for track connection with other sections of CBTC forms a complete CBTC signaling system. The underlying basic signaling equipment of the two signaling systems, including interlocking, dispatching sub-units, and monitoring sub-units, is shared, and a train control center is also set up. The CBTC and CTCS system networks remain relatively independent, and the functional allocation, internal information flow, and train-to-ground communication methods of the two signaling systems maintain all the requirements of their respective standards.

[0065] The central equipment of the CTCS system in the bypass section utilizes the central equipment of the bypassed line as a whole, and centrally dispatches the CTC central equipment, the TSRS temporary speed limit server equipment, and the centralized monitoring host equipment. The central equipment of the CBTC system in the bypass section utilizes the central equipment of the bypassed line as a whole, including the ATS automatic train monitoring system central equipment, the ZC area controller equipment, and the centralized monitoring host equipment. The CTC central equipment and the ATS central equipment, the TSRS and the ZC, and the centralized monitoring host equipment of the two signaling systems are connected and exchange information through communication interfaces (including using communication transmission channels or IP channels). This includes information on cross-line operation plans, the working status of signaling system equipment and trackside equipment in the bypass section, on-board equipment, temporary speed limits on both sides of the cross-line operation, and monitoring information of the signaling system in the bypass section.

[0066] The CTCS system is the direct control entity for the dispatching and management of the bypass section. It organizes the information flow required for train operation control within the CTCS system, as well as all operational and control functions required for train operation dispatching and control of various systems. This includes adjusting and managing train operation plans within the section, managing temporary speed limits in the section, and performing other relevant section logic checks, train impounding, and stop management as needed. It is responsible for collecting status information of trains and underlying signaling equipment in the section; transmitting the actual status of signaling system equipment and train operation, operation plans, and temporary speed limit settings within the section to the CBTC signaling system; and obtaining the operational status of CBTC train onboard equipment from the CBTC system.

[0067] The CBTC system is an indirect control system for the scheduling and management of shared sections. It does not perform any operational work. Its function of train plan preparation and adjustment is reflected and monitored through pre-determined operational constraints. The system's scheduling and monitoring functions include information display and organizing the flow of signal information within the CBTC system. This includes displaying the train operation status and ground signal equipment status of the shared section, transferring the train operation plan of the section from the CTCS signal system, displaying command information such as train impoundment and stop as needed, and forwarding operation plan information to CBTC trains to achieve continuous and comprehensive management of CBTC trains throughout the entire process of operation in the shared section.

[0068] This invention also discloses a method for scheduling and managing trains operating on shared tracks with multiple control entities. The method is based on any of the systems described above and includes:

[0069] The main signaling system of the route to be borrowed is used as the direct operating system for scheduling all trains in both the route to be borrowed and the route to be borrowed within the route section. It works together to realize all the functions of the main signaling system of the route to be borrowed and the route to be borrowed signaling system of the route to be borrowed, and conducts real-time information exchange with each train in the route to be borrowed.

[0070] The bypass signaling system of the bypassing party is used as an indirect control system. Through operational constraints and the communication interface between the bypassing party's main signaling system and the bypass signaling system of the bypassing party, the system monitors the various operations of the main signaling system, cooperates to realize all functions of the bypass signaling system, and conducts real-time information exchange with each train of the bypassing party. The central equipment of the bypass signaling system of the bypassing party exchanges information with the central equipment of the main signaling system of the bypassed party through the communication interface.

[0071] The method embodiments described herein can be implemented one-to-one with the aforementioned system embodiments, and will not be repeated here.

[0072] Specifically, such as Figure 2 As shown, this invention first determines the party whose track is being used as the main operator to uniformly schedule and manage the section to be used, and establishes a constraint mechanism between the two operating entities in advance to ensure fair train operation efficiency and the requirements of the party whose track is being used for continuous train scheduling and management; and realizes the functional allocation of scheduling and management of the dual-system signaling system through a reasonable design of the signaling system architecture.

[0073] This invention ensures uninterrupted scheduling and control of train operations by considering the constraints between the operating parties and the allocation of signal system architecture and functions before co-tracking. This invention eliminates information blind spots for the sharing party regarding train operations within the shared track section. It enables continuous management of the entire train operation process by the sharing party without altering the information flow methods during train operation within the shared track section.

[0074] Based on the same inventive concept, this invention also discloses an electronic device, which may include: 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. The processor can call logical instructions in the memory to execute a multi-control entity bypass train scheduling and management method, the method being based on any of the systems described above, and the method comprising:

[0075] The main signaling system of the borrowing side is used as the direct operating system for the operation and scheduling of all trains in both the borrowing and borrowing sides within the borrowing section. It works together to realize all the functions of the main signaling system of the borrowing side and the borrowing signaling system of the borrowing side, and conducts real-time information exchange with each train in the borrowing side.

[0076] The bypass signaling system of the bypassing party is used as an indirect control system. Through operational constraints and the communication interface between the bypassing party's main signaling system and the bypass signaling system of the bypassing party, the system monitors the various operations of the main signaling system, cooperates to realize all functions of the bypass signaling system, and conducts real-time information exchange with each train of the bypassing party. The central equipment of the bypass signaling system of the bypassing party exchanges information with the central equipment of the main signaling system of the bypassed party through the communication interface.

[0077] Furthermore, the logical instructions in the aforementioned memory can be implemented as software functional units and sold or used as independent products, and can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0078] On the other hand, embodiments of the present invention also provide a computer program product, the computer program product including a computer program stored on a non-transitory computer-readable storage medium, the computer program including program instructions, and when the program instructions are executed by a computer, the computer is able to execute a multi-control subject bypass train dispatching management method provided in the above-described method embodiments, the method being based on any of the above-described systems, the method comprising:

[0079] The main signaling system of the borrowing side is used as the direct operating system for the operation and scheduling of all trains in both the borrowing and borrowing sides within the borrowing section. It works together to realize all the functions of the main signaling system of the borrowing side and the borrowing signaling system of the borrowing side, and conducts real-time information exchange with each train in the borrowing side.

[0080] The bypass signaling system of the bypassing party is used as an indirect control system. Through operational constraints and the communication interface between the bypassing party's main signaling system and the bypass signaling system of the bypassing party, the system monitors the various operations of the main signaling system, cooperates to realize all functions of the bypass signaling system, and conducts real-time information exchange with each train of the bypassing party. The central equipment of the bypass signaling system of the bypassing party exchanges information with the central equipment of the main signaling system of the bypassed party through the communication interface.

[0081] In another aspect, embodiments of the present invention also provide a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements a multi-control entity train dispatching and management method provided in the above embodiments, the method being based on any of the systems described above, the method comprising:

[0082] The main signaling system of the borrowing side is used as the direct operating system for the operation and scheduling of all trains in both the borrowing and borrowing sides within the borrowing section. It works together to realize all the functions of the main signaling system of the borrowing side and the borrowing signaling system of the borrowing side, and conducts real-time information exchange with each train in the borrowing side.

[0083] The bypass signaling system of the bypassing party is used as an indirect control system. Through operational constraints and the communication interface between the bypassing party's main signaling system and the bypass signaling system of the bypassing party, the system monitors the various operations of the main signaling system, cooperates to realize all functions of the bypass signaling system, and conducts real-time information exchange with each train of the bypassing party. The central equipment of the bypass signaling system of the bypassing party exchanges information with the central equipment of the main signaling system of the bypassed party through the communication interface.

[0084] It should be understood that although the steps in the flowcharts of the accompanying figures are shown sequentially as indicated by the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the accompanying figures may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times, and their execution order is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0085] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A multi-control entity-based train dispatching and management system for track-sharing operations, characterized in that, include: The primary signaling system of the borrowed side serves as the direct operating system for the operation and scheduling of all trains in both the borrowing and borrowed sides within the borrowed section. It works in conjunction with the primary signaling system of the borrowed side and the borrowing signaling system of the borrowing side to realize all the functions of the primary signaling system of the borrowed side and the borrowing signaling system of the borrowing side, and conducts real-time information exchange with each train in the borrowed side. The bypass signaling system of the bypassing party, as an indirect control system, monitors the various operations of the main signaling system through operational constraints and the communication interface between the main signaling system of the bypassing party and the bypass signaling system of the bypassing party. It cooperates to realize all the functions of the bypass signaling system and conducts real-time information exchange with each train of the bypassing party. The central equipment of the bypass signaling system of the bypassing party exchanges information with the central equipment of the main signaling system of the bypassing party through the communication interface. The operational constraints, used to determine the scope of authority and responsibility of the primary signaling system of the bypassing party and the bypassing party's signaling system, include at least the following: The train operation needs of the borrowing party are determined through a train operation agreement signed by both parties, and this agreement is incorporated into the train operation plan prepared by the main operator. This ensures that the vehicle using the shared track can monitor the online operation of trains, as well as the status of communication, signaling, power, and power supply and transformation systems in the shared section. Adjustments to the train operation plan during the operation process shall be made by the main operator in accordance with certain rules. The rules and methods for adjustment shall be determined through the operation coordination plan signed by both parties to ensure the fair operation efficiency of the trains operated by the new operator. The vehicle using the passageway has the function of forwarding the operation plan to the crossing train running on the same line.

2. The multi-control entity-based track-borrowing train dispatching and management system as described in claim 1, characterized in that, Within the shared passage section, the primary signaling system of the party being shared and the shared passage signaling system of the party being shared share the underlying basic signaling equipment, and the primary signaling system of the party being shared and the shared passage signaling system of the party being shared use independent networks.

3. The multi-control entity-based train dispatching and management system for shared-track operation as described in claim 1, characterized in that, The communication interface is a communication transmission channel or an IP channel.

4. The multi-control entity-based train dispatching and management system for shared-track operation as described in claim 1, characterized in that, The information exchanged between the central equipment of the bypassing signal system and the central equipment of the primary signal system of the bypassed party through the communication interface includes: the train crossing operation plan, the working status of each signal system equipment, trackside equipment, and on-board equipment in the bypass section, the temporary speed limit on both sides of the train crossing operation, and the monitoring information of the signal system in the bypass section.

5. The multi-control entity-based train dispatching and management system for shared-track operation as described in claim 1, characterized in that, The primary signaling system of the route being diverted is the ATS central system of the CBTC system, and the route-diverting signaling system of the route-diverting party is the CTC central system of the CTCS system.

6. The multi-control entity-based track-borrowing train dispatching and management system as described in claim 5, characterized in that, The central equipment of the primary signaling system of the bypassing party includes: the central equipment of the Automatic Train Monitoring System (ATS), the ZC equipment of the section controller, and the central monitoring host equipment; the central equipment of the bypassing party's signaling system includes: the central dispatching center (CTC), the temporary speed limit server (TSRS), and the central monitoring host equipment.

7. The multi-control entity-based train dispatching and management system for shared-track operation as described in claim 1, characterized in that, The primary signaling system of the route being diverted is the CTC central system of the CTCS system, and the route-diverting signaling system of the route-diverting party is the ATS central system of the CBTC system.

8. The multi-control entity-based train dispatching and management system for shared-track operation as described in claim 7, characterized in that, The central equipment of the bypass signaling system of the bypassing party includes: a centralized dispatching center (CTC) central equipment, a temporary speed limit server (TSRS) equipment, and a centralized monitoring host equipment; the central equipment of the bypass signaling system of the bypassing party includes: an automatic train monitoring system (ATS) central equipment, a section controller (ZC) equipment, and a centralized monitoring host equipment.

9. A method for scheduling and managing trains operating on shared tracks with multiple control entities, characterized in that, The method is based on the system according to any one of claims 1-8, and the method includes: The main signaling system of the borrowing side is used as the direct operating system for the operation and scheduling of all trains in both the borrowing and borrowing sides within the borrowing section. It works together to realize all the functions of the main signaling system of the borrowing side and the borrowing signaling system of the borrowing side, and conducts real-time information exchange with each train in the borrowing side. The bypass signaling system of the bypassing party is used as an indirect control system. Through operational constraints and the communication interface between the bypassing party's main signaling system and the bypass signaling system of the bypassing party, the system monitors the various operations of the main signaling system, cooperates to realize all functions of the bypass signaling system, and conducts real-time information exchange with each train of the bypassing party. The central equipment of the bypass signaling system of the bypassing party exchanges information with the central equipment of the main signaling system of the bypassing party through the communication interface. The operational constraints, used to determine the scope of authority and responsibility of the primary signaling system of the bypassing party and the bypassing party's signaling system, include at least the following: The train operation needs of the borrowing party are determined through a train operation agreement signed by both parties, and this agreement is incorporated into the train operation plan prepared by the main operator. This ensures that the vehicle using the shared track can monitor the online operation of trains, as well as the status of communication, signaling, power, and power supply and transformation systems in the shared section. Adjustments to the train operation plan during the operation process shall be made by the main operator in accordance with certain rules. The rules and methods for adjustment shall be determined through the operation coordination plan signed by both parties to ensure the fair operation efficiency of the trains operated by the new operator. The vehicle using the passageway has the function of forwarding the operation plan to the crossing train running on the same line.

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