Train route management method, system, device and storage medium

Abstract

The present application provides a train route management method, system, device and storage medium. The method includes: when a fault occurs on one of the up track and the down track, obtaining alternative route information; wherein the alternative route information includes the first starting platform, the first ending platform, and the alternative area; obtaining the operation information of all trains running on the up track and the down track; setting the allowed passing direction of the alternative area according to the train operation information; wherein the allowed passing direction of the alternative area includes the same positive direction as the running direction of the non-fault track and the same reverse direction as the running direction of the fault track; and, according to the allowed passing direction of the alternative area and the travel direction of each train, controlling the travel of each train. The train route management method provided by the present application can improve the operational efficiency and reliability of the rail transit system.

Description

Technical Field

[0001] The present invention relates to the field of rail train technology, and in particular to a train route management method, system, equipment and storage medium. Background Art

[0002] During actual operation, trains may encounter faults in sections of the line, preventing them from running as planned. The current solution for faulty sections in the middle of a line is for operators to manually reroute trains on faulty tracks using non-faulty tracks to bypass the faulty section. However, this solution requires frequent manual intervention by operators, which is not conducive to unmanned operation of the line. Furthermore, if manual intervention is not carefully considered, it can cause train conflicts or train stops, resulting in inefficient line operations. Summary of the Invention

[0003] In view of this, the main purpose of this application is to propose a train route management method, system, equipment and storage medium, aiming to solve the problem of low efficiency in route management through manual operation when a fault area occurs on the track in the existing technology.

[0004] To achieve the above-mentioned purpose, the first aspect of the present application provides a train route management method, which is applied to a rail transit system, wherein the rail transit system includes an up track and a down track. The method includes: when a fault occurs in one of the up track and the down track, obtaining alternative route information; wherein the alternative route information includes a first starting platform, a first ending platform, and an alternative area; wherein the first starting platform and the first ending platform are respectively located on the front and rear sides of the fault area in the fault track, and the first starting platform is located in the direction of the incoming vehicle of the fault area of ​​the fault track; wherein the fault track is the track where the fault occurs in the up track and the down track, the fault area is the area where the fault occurs in the fault track, the non-fault track is the track where the fault does not occur in the up track and the down track, and the alternative area is located in In the non-fault track, both ends of the flexible area can lead to the first starting platform and the first ending platform respectively through switches, thereby forming a flexible route for the train on the fault track to bypass the fault area; obtaining the operation information of all trains running on the up track and the down track; setting the allowed passing direction of the flexible area according to the operation information of the train; wherein the allowed passing direction of the flexible area includes a positive direction that is the same as the running direction of the non-fault track and a reverse direction that is the same as the running direction of the fault track; and controlling the travel of each train according to the allowed passing direction of the flexible area and the travel direction of each train.

[0005] The train route management method provided by the present application sets the allowed passing direction of the flexible area according to the train operation information, and controls the travel of each train according to the allowed passing direction of the flexible area and the travel direction of each train. When a fault area appears on the track, the allowed passing direction of the flexible area can be automatically set, and automatic scheduling of each train can be achieved, so that trains on the fault track and the non-fault track can pass through the flexible area in an orderly manner without manual scheduling, which can improve the operating efficiency and reliability of the rail transit system.

[0006] Optionally, the controlling of the movement of each train according to the permitted passing direction of the alternative area and the traveling direction of each train includes: when the first train requests a route to pass through the alternative area, arranging a route for the first train; wherein the first train is a train traveling on the fault track or the non-fault track toward the alternative area and the traveling direction is the same as the permitted passing direction of the alternative area; and, when the second train requests a route to pass through the alternative area, controlling the second train to be detained at the platform in the incoming direction of the alternative area; wherein the second train is a train traveling on the fault track or the non-fault track toward the alternative area and the traveling direction is opposite to the permitted passing direction of the alternative area.

[0007] Optionally, when the first train requests a route to pass through the alternative area, processing a route for the first train includes: when the first train is a reverse train on the fault track and the allowed passing direction of the alternative area is the reverse direction, responding to the route request initiated by the reverse train after entering the first starting platform, processing an alternative route for the reverse train, so that the reverse train can at least pass through the first starting platform, the alternative area and the first ending platform in sequence, and then bypass the fault area; or, when the first train is a forward train on the non-fault track and the allowed passing direction of the alternative area is the forward direction, responding to the route request initiated by the forward train after entering the second starting platform, processing a normal route for the forward train, so that the forward train can travel on the non-fault track and pass through the alternative area, wherein the second starting platform is a platform on the non-fault track and is located in the incoming direction of the alternative area.

[0008] Optionally, when the second train requests a route through the alternative area, the second train is controlled to be detained at the platform in the incoming direction of the alternative area, including: when the second train is a forward train on the non-fault track and the allowed passing direction of the alternative area is the reverse direction, responding to the route request initiated by the forward train after entering the second starting platform, controlling the forward train to be detained at the second starting platform; or, when the second train is a reverse train on the fault track and the allowed passing direction of the alternative area is the forward direction, responding to the route request initiated by the reverse train after entering the first starting platform, controlling the reverse train to be detained at the first starting platform.

[0009] Optionally, the train operation information includes the number of trains passing through the flexible area, and the permitted passing direction of the flexible area further includes a bidirectional direction. Setting the permitted passing direction of the flexible area according to the train operation information includes: before any train passes through the flexible area, setting the permitted passing direction of the flexible area to the bidirectional direction.

[0010] Optionally, after setting the allowed passing direction of the flexible area to the two-way direction, setting the allowed passing direction of the flexible area according to the operation information of the train also includes: responding to the target train requesting an approach through the flexible area, judging whether the current allowed passing direction of the flexible area is the two-way direction; wherein the target train is the forward train or the reverse train; if the current allowed passing direction of the flexible area is the two-way direction, setting the allowed passing direction of the flexible area to be the same as the driving direction of the target train; and, if the current allowed passing direction of the flexible area is not the two-way direction, setting the allowed passing direction of the flexible area according to the number of trains passing through the flexible area.

[0011] Optionally, the alternative route information further includes an upper limit for forward running trains and an upper limit for reverse running trains. When processing an alternative route for the reverse train, the method further includes: recording the number of reverse trains passing through the alternative area; wherein the number of trains passing through the alternative area includes the number of reverse trains passing through the alternative area.

[0012] The method of setting the permitted passing direction of the flexible area according to the number of trains passing through the flexible area further includes: judging whether the number of reverse trains passing through the flexible area is greater than or equal to the upper limit of reverse running trains; if the number of reverse trains passing through the flexible area is greater than or equal to the upper limit of reverse running trains, setting the permitted passing direction of the flexible area to the positive direction, and returning the recorded value of the number of reverse trains passing through the flexible area to zero; and if the number of reverse trains passing through the flexible area is less than the upper limit of reverse running trains, maintaining the permitted passing direction of the flexible area in the negative direction. When processing the normal route for the forward train, the method further includes: recording the number of forward trains passing through the flexible area; wherein the number of trains passing through the flexible area also includes the number of forward trains passing through the flexible area. The method of setting the allowed passing direction of the flexible area according to the number of trains passing through the flexible area also includes: judging whether the number of forward trains passing through the flexible area is greater than or equal to the upper limit of the forward running train; if the number of forward trains passing through the flexible area is greater than or equal to the upper limit of the forward running train, setting the allowed passing direction of the flexible area to the reverse direction, and resetting the recorded value of the number of forward trains passing through the flexible area to zero; and, if the number of forward trains passing through the flexible area is less than the upper limit of the forward running train, maintaining the allowed passing direction of the flexible area as the positive direction.

[0013] Optionally, the responding to the route request initiated by the reverse train after entering the first starting platform and processing an alternative route for the reverse train includes: responding to the route request initiated by the reverse train after entering the first starting platform, recording the number of reverse trains entering the first starting platform; judging whether the number of reverse trains entering the first starting platform is greater than the upper limit of the reverse running train; if the number of reverse trains entering the first starting platform is less than or equal to the upper limit of the reverse running train, processing an alternative route for the reverse train that currently initiates the route request to pass through the alternative area; and, if the number of reverse trains entering the first starting platform is greater than the upper limit of the reverse running train, controlling the reverse train that currently initiates the route request to pass through the alternative area to be detained at the first starting platform. The responding to the route request initiated by the forward train after entering the second starting platform and arranging a normal route for the forward train includes: responding to the route request initiated by the forward train after entering the second starting platform, recording the number of forward trains entering the second starting platform; judging whether the number of forward trains entering the second starting platform is greater than the upper limit of the forward running train; if the number of forward trains entering the second starting platform is less than or equal to the upper limit of the forward running train, arranging a normal route for the forward train that currently initiates the route request to pass through the alternative area; and, if the number of forward trains entering the second starting platform is greater than the upper limit of the forward running train, controlling the forward train that currently initiates the route request to pass through the alternative area to be detained at the second starting platform.

[0014] Optionally, after the control is performed to detain the forward train at the second starting platform, the method further comprises: controlling the platform in the incoming direction of the second starting station to execute a station-by-station train detaining instruction, so that when a forward train is detained at the previous platform, the subsequent platform detains the forward train entering the subsequent platform. After the control is performed to detain the reverse train at the first starting platform, the method further comprises: controlling the platform in the incoming direction of the first starting station to execute a station-by-station train detaining instruction, so that when a reverse train is detained at the previous platform, the subsequent platform detains the reverse train entering the subsequent platform.

[0015] A second aspect of the present application provides a train route management system, which is applied to a rail transit system comprising an uptrack and a downtrack. The train route management system comprises a train information module and an alternative route module. The alternative route module is configured to obtain alternative route information when a fault occurs on one of the uptrack or the downtrack. The alternative route information includes a first starting platform, a first ending platform, and an alternative area. The first starting platform and the first ending platform are located on either side of the fault area of ​​the faulty track, respectively, and the first starting platform is located on the incoming direction of the fault area of ​​the faulty track. The faulty track is the track of the uptrack or downtrack where the fault occurs, the fault area is the area of ​​the faulty track where the fault occurs, and the non-faulty track is the track of the uptrack or downtrack where the fault does not occur. The alternative area is located on the non-faulty track, and both ends of the alternative area can be connected to the first starting platform and the first ending platform via switches, thereby forming an alternative route for trains on the faulty track to bypass the fault area. The train information module is used to obtain the operating information of all trains running on the up and down tracks. The alternative route module is also used to set the permitted passage direction of the alternative area based on the train operating information, and control the movement of each train based on the permitted passage direction of the alternative area and the travel direction of each train. The permitted passage direction of the alternative area includes a positive direction that is the same as the travel direction of the non-fault track and a reverse direction that is the same as the travel direction of the fault track.

[0016] The third aspect of the present application provides a train route management device, which includes a memory and a processor, the memory is used to store a computer program, and the processor is used to call the computer program from the memory to execute the above method.

[0017] A fourth aspect of the present application provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program implements the above method when executed by a processor.

[0018] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a structural diagram of the rail transit system provided in an embodiment of the present application.

[0020] Figure 2 This is a flow chart of the train route management method provided in an embodiment of the present application.

[0021] Figure 3 yes Figure 2 Detailed flowchart of step 640 in FIG.

[0022] Figure 4 yes Figure 3 Detailed flowchart of steps 641 and 642.

[0023] Figure 5 yes Figure 2 Detailed flowchart of step 630 in FIG.

[0024] Figure 6 yes Figure 5 Detailed flowchart of step 634 in FIG.

[0025] Figure 7 yes Figure 4 Detailed flowchart of step 6411.

[0026] Figure 8 yes Figure 4 Detailed flowchart of step 6412.

[0027] Figure 9 It is a structural diagram of the train route management system provided in an embodiment of the present application.

[0028] Figure 10 It is a structural diagram of the train route management equipment provided in an embodiment of the present application.

[0029] The following are the descriptions of the reference numerals:

[0030] Faulty track L1

[0031] Non-fault track L2

[0032] Forward train T2

[0033] Reverse train T1

[0034] Platforms A1, A2, C1, C2, E2

[0035] Area 3G, 2G

[0036] Fault area 1G

[0037] Rail transit system10

[0038] Train route management system 100

[0039] Train information module 110

[0040] Alternative Approach Module 120

[0041] Automatic route module 130

[0042] Car impound module 140

[0043] Interlocking System 200

[0044] Train route management equipment 20

[0045] Memory 210

[0046] Processor 220

[0047] Steps 610-640, 641-642, 6411-6412, 6421-6422, 631-634, 6341-6346, 64111-64114, 64121-64124

[0048] The following specific implementation methods will further illustrate this application in conjunction with the above-mentioned drawings. DETAILED DESCRIPTION

[0049] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0050] In the description of this application, it should be noted that the terms "first", "second", etc. are used for descriptive purposes only and cannot be understood as indicating or implying relative importance.

[0051] Please also read Figure 1-Figure 2 , the embodiment of the present application provides a train route management method, the train route management method is applied to the rail transit system 10, such as Figure 1 As shown, the rail transit system 10 includes an uplink track and a downlink track. In this embodiment, the train route management method is described by taking a case where a fault area 1G exists on the downlink track, i.e., the downlink track is the fault track L1 and the uplink track is the non-fault track L2. A fault area refers to a section of the track that is impassable due to a fault. For example, the trackside equipment in the section is faulty, an obstacle has appeared in the section, the section is impassable due to severe weather, or a faulty train is parked in the section.

[0052] Specifically, if Figure 2 As shown, the train route management method includes the following steps:

[0053] Step 610, when a fault occurs in one of the up track and the down track, obtain alternative route information. The alternative route information includes a first starting platform, a first ending platform, and an alternative area. The first starting platform and the first ending platform are respectively located on the front and rear sides of the fault area 1G in the fault track L1, and the first starting platform is located in the incoming direction of the fault area 1G of the fault track L1. The alternative area is located in the non-fault track L2, and the two ends of the alternative area can lead to the first starting platform and the first ending platform respectively through switches, thereby forming an alternative route for the train on the fault track L1 to bypass the fault area 1G. In an embodiment of the present application, the alternative route information is set by the operating personnel according to the position of the fault area 1G after learning that a fault occurs in the up track or the down track, for example Figure 1 As shown, the first starting platform is platform C1, the first ending platform is platform A1, and the alternative areas include area 2G and area 3G. Of course, in other embodiments, the alternative route information can also be automatically generated by the rail transit system 10 based on the location of the fault area 1G, which is not limited here.

[0054] Step 620: Obtain operational information for all trains running on the up and down tracks. Optionally, the train operational information can be obtained in real time or at preset time intervals. The operational information can include train location information, speed information, schedule information, track occupancy by trains, the number of trains passing through the flexible area, and so on. The interval for obtaining train location information can be related to the train's operating speed. For example, the faster the train's operating speed, the shorter the interval, and the slower the train's operating speed, the longer the interval.

[0055] Step 630: Set the allowed passing direction of the flexible area according to the running information of the train, wherein the allowed passing direction of the flexible area includes a positive direction which is the same as the running direction of the non-fault track L2 and a reverse direction which is the same as the running direction of the fault track L1.

[0056] Step 640: Control the movement of each train based on the permitted travel direction of the flexible area and the travel direction of each train. It should be noted that when the operator cancels the flexible route function, the train route management method is no longer executed. When the operator changes the flexible route information, the train route management method is re-executed.

[0057] See also Figure 3 In the embodiment of the present application, step 640 specifically includes the following steps:

[0058] Step 641: When a first train requests a route to pass through the flexible area, the first train is provided with a route. The first train is a train traveling on the fault track L1 or the non-fault track L2 toward the flexible area and its traveling direction is the same as the permitted passing direction of the flexible area.

[0059] In step 642, when a second train requests a route through the alternate area, control is performed to detain the second train at the platform in the direction of approach from the alternate area. The second train is traveling on the faulty track L1 or the non-faulty track L2 toward the alternate area, and its direction of travel is opposite to the permitted direction of passage within the alternate area. It should be noted that steps 641 and 642 are not sequential; that is, if the first train arrives first, step 641 is executed first, and if the second train arrives first, step 642 is executed first.

[0060] Furthermore, if Figure 4 As shown, step 641 includes step 6411 or step 6412, and step 642 includes step 6421 or step 6422. Step 6411, step 6412, step 6421, and step 6422 are described in detail as follows:

[0061] Step 6411: When the first train is a reverse train on the fault track L1 and the permitted passing direction of the diversion area is the reverse direction, respond to the route request initiated by the reverse train after entering the first starting platform and process a diversion route for the reverse train. In this way, the reverse train can at least pass through the first starting platform, the diversion area, and the first ending platform in sequence, thereby bypassing the fault area 1G. Figure 1 As shown, the permitted direction of passage through the alternative areas 2G and 3G is the reverse direction. When the reverse train T1 enters the first starting platform C1 and initiates a route request, an alternative route is processed for the reverse train T1, allowing the reverse train T1 to sequentially pass through the first starting platform C1, the alternative routes 2G and 3G, and the first ending platform A1, bypassing the fault area 1G. Furthermore, in this embodiment of the present application, when processing the alternative route for the reverse train, the number of reverse trains that have passed through the alternative area is also recorded.

[0062] Step 6421: When the second train is a forward train on the non-fault track L2 and the permitted passing direction of the diversion area is the reverse direction, in response to the route request initiated by the forward train after entering the second starting platform, control the forward train to be detained at the second starting platform. Figure 1As shown, the allowed passing direction of the flexible area 2G, 3G is the reverse direction. When the forward train T2 enters the second starting platform A2 and initiates a route request, the forward train T2 is controlled to be detained at the second starting platform A2. Since the allowed passing direction of the real-time flexible area is the reverse direction, the reverse train T1 has requisitioned the flexible areas 2G, 3G. At this time, detaining the forward train T2 at the second starting platform A2 can prevent the forward train T2 and the reverse train T1 from having a route conflict, and can improve the operating efficiency of the rail transit system 10. Preferably, after the control detains the forward train at the second starting platform, the method further includes: controlling the platform of the incoming vehicle direction of the second starting station to execute a station-by-station train detention instruction, so that when the latter platform has a forward train detained at the previous platform, the forward train entering the latter platform will be detained. For example, as Figure 1 As shown, after the forward train T2 is detained at the real-time second starting platform A2 and before the detention is released, if a forward train enters platform E2 from behind, the forward train is controlled to be detained at platform E2. In this way, the forward train can be prevented from stopping at the section between platform E2 and platform A2 due to the second starting platform A2 being occupied by the forward train T2, which can avoid the passengers from feeling uneasy and improve the passengers' riding experience.

[0063] Step 6412, when the first train is a forward train on the non-fault track L2 and the allowed passing direction of the flexible area is the forward direction, respond to the route request initiated by the forward train after entering the second starting platform, and process a normal route for the forward train. In this way, the forward train can travel on the non-fault track L2 and pass through the flexible area, wherein the second starting platform is a platform on the non-fault track L2 and is located in the incoming direction of the flexible area. Preferably, the second starting platform is the platform closest to the flexible area. In an embodiment of the present application, the second starting platform and the first ending platform are located in the same station, such as Figure 1 As shown, the second starting platform is platform A2, and the second starting platform A2 and the first ending platform A1 are located in the same station A. Furthermore, when the normal route is processed for the positive phase train, the number of positive phase trains passing through the flexible area is recorded at the same time.

[0064] Step 6422: When the second train is a reverse train on the fault track L1 and the permitted passing direction of the flexible area is the forward direction, in response to the route request initiated by the reverse train after entering the first starting platform, control is performed to detain the reverse train at the first starting platform. Preferably, after the control is performed to detain the reverse train at the first starting platform, the method further includes: controlling the platform in the incoming direction of the first starting station to execute a station-by-station train detention instruction, so that when a reverse train is detained at the previous platform, the reverse train entering the next platform is detained. The station-by-station train detention has been described in detail in step 6421 and will not be repeated here.

[0065] Furthermore, the train operation information includes the number of trains passing through the flexible area, and the allowed passing directions of the flexible area also include bidirectional directions. Figure 5 , the step 630 specifically includes the following steps:

[0066] Step 631: Before any train passes through the flexible area, the allowed passing direction of the flexible area is set to the bidirectional direction.

[0067] Step 632: In response to the target train requesting a route through the flexible area, determine whether the currently permitted direction of passage in the flexible area is the bidirectional direction. If the currently permitted direction of passage in the flexible area is the bidirectional direction, proceed to step 633. If the currently permitted direction of passage in the flexible area is not the bidirectional direction, proceed to step 634. The target train is either the forward train or the reverse train.

[0068] Step 633 sets the permitted direction of passage of the flexible area to be the same as the travel direction of the target train. It should be noted that when the permitted direction of passage of the flexible area is the bidirectional direction, it indicates that no train has yet passed through the flexible area. The target train can be the forward train that first requests a route through the flexible area, or the reverse train that first requests a route through the flexible area. In other words, regardless of whether it is a forward train or a reverse train, the train that first initiates a route request will obtain the right to use the flexible area.

[0069] Step 634: Set the permitted directions for the flexible area based on the number of trains passing through the flexible area. The number of trains passing through the flexible area also includes the number of forward trains passing through the flexible area, and the number of trains passing through the flexible area includes the number of reverse trains passing through the flexible area. The alternative route information also includes the upper limit for forward and reverse trains.

[0070] like Figure 6As shown, the step 634 specifically includes steps 6341 to 6346, wherein when the direction of passage allowed in the flexible area is the reverse direction, step 6341 is executed, and when the direction of passage allowed in the flexible area is the forward direction, step 6344 is executed, as follows:

[0071] Step 6341: Determine whether the number of reverse trains passing through the flexible area is greater than or equal to the upper limit of reverse trains. If the number of reverse trains passing through the flexible area is greater than or equal to the upper limit of reverse trains, proceed to step 6342. If the number of reverse trains passing through the flexible area is less than the upper limit of reverse trains, proceed to step 6343.

[0072] Step 6342 sets the permitted passing direction of the flexible area to the positive direction, resets the recorded value of the number of reverse trains passing through the flexible area to zero, and releases the train detention instruction for the fault track L2, thereby arranging a route for the detained forward train. For example, the set value of the reverse running train upper limit is 2. When the number of reverse trains passing through the flexible area reaches 2, the permitted passing direction of the flexible area is set to the positive direction, and it is the turn of the forward train on the non-fault track L2 to use the flexible area. It can be understood that the number of reverse trains entering the first end platform A1 is the number of reverse trains passing through the flexible area. When the number of reverse trains entering the first end platform A1 and the number of reverse trains entering the first starting platform C1 are both equal to the reverse running train upper limit, it can be determined that the number of reverse trains passing through the flexible area has reached the reverse running train upper limit. In this embodiment, each time the permitted direction of passage through the flexible area is changed to the forward direction, the recorded value of the number of reverse trains passing through the flexible area is reset to zero. The next time the permitted direction of passage through the flexible area is changed to the reverse direction, the number of reverse trains passing through the flexible area is recounted. In this way, trains on the faulty track L1 and trains on the non-faulty track L2 take turns using the flexible area, thereby avoiding the forward trains requesting to pass through the flexible area from being in a waiting state. This can minimize the impact on the operation plan of the forward trains on the non-faulty track L2 and improve operational efficiency.

[0073] Step 6343: maintain the permitted passing direction of the flexible area in the reverse direction.

[0074] Step 6344: Determine whether the number of forward trains passing through the flexible area is greater than or equal to the upper limit of forward trains. If the number of forward trains passing through the flexible area is greater than or equal to the upper limit of forward trains, proceed to step 6345. If the number of forward trains passing through the flexible area is less than the upper limit of forward trains, proceed to step 6346.

[0075] Step 6345 sets the permitted passing direction of the flexible area to the reverse direction, resets the recorded value of the number of forward trains passing through the flexible area to zero, and releases the train detention instruction for the fault track L1, thereby arranging an entry route for the detained reverse train. For example, the setting value of the upper limit of the forward running train is 2. When the number of forward trains passing through the flexible area reaches 2, the permitted passing direction of the flexible area is set to the forward direction, and it is the turn of the reverse train on the fault track L1 to use the flexible area. It can be understood that the number of forward trains entering the second end platform C2 is the number of forward trains passing through the flexible area. When the number of forward trains entering the second end platform C2 and the number of forward trains entering the second starting platform A2 are both equal to the upper limit of the forward running train, it can be determined that the number of forward trains passing through the flexible area has reached the upper limit of the forward running train. In this embodiment, each time the permitted direction of passage through the alternate area is changed to the reverse direction, the recorded value of the number of forward trains passing through the alternate area is reset to zero. The next time the permitted direction of passage through the alternate area is changed to the forward direction, the number of forward trains passing through the alternate area is recounted. In this way, trains on the faulty track L1 and trains on the non-faulty track L2 take turns using the alternate area, thereby preventing reverse trains requesting passage through the alternate area from being kept in a waiting state. This minimizes the impact on the operation plan of reverse trains on the faulty track L1 and improves operational efficiency.

[0076] Step 6346: maintain the allowed passing direction of the flexible area as the positive direction.

[0077] Further, see Figure 7 , Figure 4 Step 6411 specifically includes the following steps:

[0078] Step 64111: respond to the route request initiated by the reverse train after entering the first starting platform, and record the number of reverse trains entering the first starting platform.

[0079] Step 64112: Determine whether the number of reverse trains entering the first starting platform is greater than the upper limit for reverse trains. If the number of reverse trains entering the first starting platform is less than or equal to the upper limit for reverse trains, proceed to step 64113. If the number of reverse trains entering the first starting platform is greater than the upper limit for reverse trains, proceed to step 64114.

[0080] Step 64113, processing an alternative route for the reverse train that currently initiates the route request to pass through the alternative area.

[0081] Step 64114 controls the detaining of the reverse train currently initiating a route request to pass through the flexible area at the first starting platform. It should be noted that when the upper limit value of reverse running trains is 2, in actual operation, it is possible that the second reverse train runs in the flexible area, while the third reverse train enters the first starting platform and initiates a route request to pass through the flexible area. In this case, detaining the third reverse train at the first starting platform can avoid route conflicts between the first forward train and the third reverse train in the flexible area, thereby further improving operational efficiency.

[0082] Further, see Figure 8 , Figure 4 Step 6412 specifically includes the following steps:

[0083] Step 64121, in response to the route request initiated by the forward train after entering the second starting platform, the number of forward trains entering the second starting platform is recorded.

[0084] Step 64122: Determine whether the number of forward trains entering the second starting platform is greater than the upper limit for forward trains. If the number of forward trains entering the second starting platform is less than or equal to the upper limit for forward trains, proceed to step 64123. If the number of forward trains entering the second starting platform is greater than the upper limit for forward trains, proceed to step 64124.

[0085] Step 64123 is to process a normal route for the forward train that currently initiates the route request to pass through the alternate area.

[0086] Step 64124 controls the detention of the forward train currently initiating a route request to pass through the flexible area at the second starting platform. It should be noted that when the upper limit value of the forward running train is 2, in actual operation, it is possible that the second forward train runs in the flexible area, while the third forward train enters the first starting platform and initiates a route request to pass through the flexible area. In this case, detaining the third forward train at the second starting platform can avoid route conflicts between the first reverse train and the third forward train in the flexible area, thereby further improving operational efficiency.

[0087] The train route management method provided in the present application sets the allowed passing direction of the flexible area according to the train's operating information, and controls the travel of each train according to the allowed passing direction of the flexible area and the travel direction of each train. When a fault area appears on the track, the allowed passing direction of the flexible area can be automatically set, and automatic scheduling of each train can be achieved, so that trains on the fault track and the non-fault track can pass through the flexible area in an orderly manner without manual scheduling, which can improve the operating efficiency and reliability of the rail transit system 10.

[0088] See also Figure 9 Based on the same inventive concept, an embodiment of the present application further provides a train route management system 100, which is applied to a rail transit system including an up-track and a down-track. The train route management system 100 includes a train information module 110 and an alternative route module 120.

[0089] The alternative route module 120 is used to obtain alternative route information when a fault occurs on one of the up track and the down track. The alternative route information includes a first starting platform, a first ending platform, and an alternative area. The first starting platform and the first ending platform are respectively located on the front and rear sides of the fault area 1G in the fault track L1, and the first starting platform is located in the incoming direction of the fault area 1G of the fault track L1. The fault track L1 is the track where the fault occurs between the up track and the down track, the fault area 1G is the area where the fault occurs in the fault track L1, and the non-fault track L2 is the track where the fault does not occur between the up track and the down track. The alternative area is located in the non-fault track L2, and the two ends of the alternative area can lead to the first starting platform and the first ending platform respectively through switches, thereby forming an alternative route for the train on the fault track L1 to bypass the fault area 1G.

[0090] The train information module 110 is used to obtain the running information of all trains running on the up track and the down track.

[0091] The alternative route module 120 is further configured to set the permitted direction of travel in the alternative area based on the train's operating information, and to control the travel of each train based on the permitted direction of travel in the alternative area and the travel direction of each train. The permitted direction of travel in the alternative area includes a positive direction that is the same as the travel direction of the non-fault track L2 and a negative direction that is the same as the travel direction of the fault track L1.

[0092] Furthermore, in this embodiment, the train route management system 100 is an automatic train supervision system (ATS). The automatic train supervision system also includes an automatic route module 130 and a train detention module 140 electrically connected to the alternative route module 120, wherein the alternative route module 120 is specifically used to control the automatic route module 130 to process the route for the first train when the first train requests a route through the alternative area. The alternative route module 120 is also used to control the train detention module 140 to detain the second train at the platform in the direction of the incoming train in the alternative area when the second train requests a route through the alternative area. The first train is a train traveling toward the alternative area on the fault track or the non-fault track and the direction of travel is the same as the direction of passage allowed in the alternative area, and the second train is a train traveling toward the alternative area on the fault track L1 or the non-fault track L2 and the direction of travel is opposite to the direction of passage allowed in the alternative area.

[0093] The rail transit system 10 further includes an interlocking system 200 electrically connected to the automatic route module 130 and the vehicle impoundment module 140. The automatic route module 130 implements the aforementioned route processing function by controlling the interlocking system 200. The vehicle impoundment module 140 implements the aforementioned vehicle impoundment function by controlling the interlocking system 200.

[0094] Optionally, the train route management system 100 further includes a diagram information database (not shown) and a plan information module (not shown). The diagram information database is used to store train diagram information, and the plan information module obtains the train operation plan from the diagram information database and also updates the plan information automatically adjusted according to the line operation status and writes it into the diagram information database.

[0095] The plan information module is used to manage the train's operation plan, including the day's plan information, travel route, etc. The alternative route module 120 obtains the train's plan information from the plan information module. After the alternative route is set, the alternative route information will also be updated to the plan information module.

[0096] See also Figure 10 Based on the same inventive concept, an embodiment of the present application also provides a train route management device 20, which includes a memory 210 and a processor 220. The memory 210 is used to store computer programs, and the processor 220 is used to call the computer program from the memory 210 to execute the above method.

[0097] Based on the same inventive concept, an embodiment of the present application further provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the above method is implemented.

[0098] Those skilled in the art will appreciate that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0099] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A train route management method, wherein the train route management method is applied to a rail transit system, wherein the rail transit system includes an up track and a down track; The method comprises: When a fault occurs on one of the up track and the down track, alternative route information is obtained; wherein the alternative route information includes a first starting platform, a first ending platform, and an alternative area; wherein the first starting platform and the first ending platform are respectively located on the front and rear sides of the fault area in the fault track, and the first starting platform is located in the incoming direction of the fault area of ​​the fault track; wherein the fault track is the track where the fault occurs between the up track and the down track, the fault area is the area where the fault occurs in the fault track, the non-fault track is the track where the fault occurs between the up track and the down track, and the alternative area is located in the non-fault track, and both ends of the alternative area can lead to the first starting platform and the first ending platform respectively through switches, thereby forming an alternative route for the train on the fault track to bypass the fault area; Obtaining operation information of all trains running on the up track and down track; Setting the allowed passing direction of the flexible area according to the running information of the train; wherein the allowed passing direction of the flexible area includes a positive direction which is the same as the running direction of the non-fault track and a reverse direction which is the same as the running direction of the fault track; and The movement of each train is controlled according to the permitted passing direction of the flexible area and the traveling direction of each train.

2. The train route management method according to claim 1, characterized in that: The controlling the travel of each train according to the permitted passing direction of the flexible area and the travel direction of each train includes: When a first train requests a route to pass through the alternate area, processing the route for the first train; wherein the first train is a train traveling on the fault track or the non-fault track toward the alternate area and the traveling direction is the same as the permitted passing direction of the alternate area; and When a second train requests an approach through the alternate area, the second train is controlled to be detained at the platform in the incoming direction of the alternate area; wherein the second train is a train traveling on the fault track or the non-fault track toward the alternate area and the traveling direction is opposite to the permitted passing direction of the alternate area.

3. The train route management method according to claim 2, characterized in that: When the first train requests a route to pass through the flexible area, processing the route for the first train includes: When the first train is a reverse train on the fault track and the permitted passing direction of the alternate area is the reverse direction, in response to a route request initiated by the reverse train after entering the first starting platform, an alternate route is processed for the reverse train, so that the reverse train can at least sequentially pass through the first starting platform, the alternate area, and the first ending platform, thereby bypassing the fault area; or When the first train is a forward train on the non-fault track and the permitted passing direction of the diversion area is the forward direction, in response to the route request initiated by the forward train after entering the second starting platform, a normal route is processed for the forward train, so that the forward train can travel on the non-fault track and pass through the diversion area, wherein the second starting platform is a platform on the non-fault track and is located in the incoming direction of the diversion area.

4. The train route management method according to claim 3, characterized in that: When the second train requests to pass through the flexible area, controlling the second train to be detained at a platform in the incoming direction of the flexible area includes: When the second train is a forward train on the non-fault track and the permitted passing direction in the diversion area is the reverse direction, in response to a route request initiated by the forward train after entering the second starting platform, controlling the forward train to be detained at the second starting platform; or When the second train is a reverse train on the fault track and the allowed passing direction in the diversion area is the positive direction, in response to the route request initiated by the reverse train after entering the first starting platform, the reverse train is controlled to be detained at the first starting platform.

5. The train route management method according to claim 4, characterized in that: The train operation information includes the number of trains passing through the flexible area, and the allowed passing directions of the flexible area also include bidirectional directions; The setting of the allowed passing direction of the flexible area according to the running information of the train includes: Before any train passes through the flexible area, the allowed passing direction of the flexible area is set to the bidirectional direction.

6. The train route management method according to claim 5, characterized in that: After setting the permitted passing direction of the flexible area to the bidirectional direction, setting the permitted passing direction of the flexible area according to the operation information of the train further includes: In response to a target train requesting an approach through the flexible area, determining whether a current permitted passing direction of the flexible area is the bidirectional direction; wherein the target train is the forward train or the reverse train; If the current allowed passing direction of the flexible area is the bidirectional direction, setting the allowed passing direction of the flexible area to be the same as the traveling direction of the target train; and If the current allowed passing direction of the flexible area is not the bidirectional direction, the allowed passing direction of the flexible area is set according to the number of trains passing through the flexible area.

7. The train route management method according to claim 6, characterized in that: The alternative route information also includes an upper limit value of a forward running train and an upper limit value of a reverse running train; When handling an alternative route for the reverse train, the method further includes: Recording the number of reverse trains passing through the flexible area; wherein the number of trains passing through the flexible area includes the number of reverse trains passing through the flexible area; The method further includes setting the allowed passing direction of the flexible area according to the number of trains passing through the flexible area: Determining whether the number of reverse trains passing through the flexible area is greater than or equal to the upper limit of reverse running trains; If the number of reverse trains passing through the flexible area is greater than or equal to the reverse running train upper limit, the allowed passing direction of the flexible area is set to the forward direction, and the recorded value of the number of reverse trains passing through the flexible area is reset to zero; and If the number of reverse trains passing through the flexible area is less than the upper limit of reverse trains, the allowed passing direction of the flexible area is maintained as the reverse direction; When arranging a normal route for the forward train, the method further includes: Recording the number of forward trains passing through the flexible area; wherein the number of trains passing through the flexible area also includes the number of forward trains passing through the flexible area; The method further includes setting the allowed passing direction of the flexible area according to the number of trains passing through the flexible area: Determining whether the number of forward trains passing through the flexible area is greater than or equal to the upper limit of forward trains; If the number of forward trains passing through the flexible area is greater than or equal to the upper limit of forward trains, the allowed passing direction of the flexible area is set to the reverse direction, and the recorded value of the number of forward trains passing through the flexible area is reset to zero; and If the number of forward trains passing through the flexible area is less than the upper limit of forward trains, the permitted passing direction of the flexible area is maintained as the forward direction.

8. The train route management method according to claim 7, characterized in that: The step of responding to the route request initiated by the reverse train after entering the first starting platform and providing the reverse train with an alternative route comprises: In response to a route request initiated by the reverse train after entering the first starting platform, recording the number of reverse trains entering the first starting platform; determining whether the number of reverse trains entering the first starting platform is greater than the upper limit of reverse running trains; If the number of reverse trains entering the first starting platform is less than or equal to the upper limit of reverse trains, processing an alternative route for the reverse train currently initiating a route request to pass through the alternative area; and If the number of reverse trains entering the first starting platform is greater than the upper limit of reverse running trains, the reverse train currently initiating the route request to pass through the flexible area is detained at the first starting platform; The step of responding to the route request initiated by the forward train after entering the second starting platform and providing the forward train with a normal route comprises: In response to a route request initiated by the forward train after entering the second starting platform, recording the number of forward trains entering the second starting platform; determining whether the number of forward trains entering the second starting platform is greater than the forward running train upper limit; If the number of forward trains entering the second starting platform is less than or equal to the forward running train upper limit, processing a normal route for the forward train currently initiating a route request to pass through the flexible area; and If the number of forward trains entering the second starting platform is greater than the upper limit of the forward running trains, the control will detain the forward train that currently initiates the route request to pass through the flexible area at the second starting platform.

9. The train route management method according to any one of claims 4 to 8, characterized in that: After the controlling detains the forward train at the second starting platform, the method further includes: Control the platform of the incoming train direction of the second starting station to execute the station-by-station train detention instruction, so that when a forward train is detained at the previous platform, the forward train entering the subsequent platform will be detained; After the controlling detains the reverse train at the first starting platform, the method further includes: The platform controlling the incoming train direction of the first starting station executes the station-by-station train detention instruction, so that when a reverse train is detained at the previous platform, the reverse train entering the subsequent platform will be detained.

10. A train route management system, wherein the train route management system is applied to a rail transit system, wherein the rail transit system includes an up track and a down track; The train route management system includes a train information module and an alternative route module; The alternative route module is used to obtain alternative route information when a fault occurs in one of the up track and the down track; wherein the alternative route information includes a first starting platform, a first ending platform, and an alternative area; wherein the first starting platform and the first ending platform are respectively located on the front and rear sides of the fault area in the fault track, and the first starting platform is located in the incoming direction of the fault area of ​​the fault track; the fault track is the track where the fault occurs between the up track and the down track, the fault area is the area where the fault occurs in the fault track, the non-fault track is the track where the fault does not occur between the up track and the down track, and the alternative area is located in the non-fault track, and both ends of the alternative area can lead to the first starting platform and the first ending platform respectively through switches, thereby forming an alternative route for the train on the fault track to bypass the fault area; The train information module is used to obtain the operation information of all trains running on the up track and the down track; The alternative route module is also used to set the allowed passing direction of the alternative area according to the operation information of the train, and control the travel of each train according to the allowed passing direction of the alternative area and the travel direction of each train; wherein the allowed passing direction of the alternative area includes a positive direction that is the same as the running direction of the non-fault track and a reverse direction that is the same as the running direction of the fault track.

11. A train route management device, characterized in that: The train route management device includes a memory and a processor, the memory is used to store a computer program, and the processor is used to call the computer program from the memory to execute the method according to any one of claims 1 to 9.

12. A computer-readable storage medium, characterized in that A computer program is stored thereon, which implements the method according to any one of claims 1 to 9 when executed by a processor.

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