Anti-deadlock resource allocation system and method based on time table

Abstract

The invention relates to an anti-deadlock resource allocation system and method based on a timetable, the system comprises a trackside resource controller WRC, an ATS scheduling module and a turnout, the ATS scheduling module issues the timetable to the trackside resource controller WRC, the trackside resource controller WRC carries out escape according to the timetable and the turnout to obtain an escape timetable, and the escape timetable is used for sending the timetable to the ATS scheduling module. Resource allocation is determined according to five criteria; when resource conflicts exist, the WRC combines an escape timetable and five criteria, the WRC sequentially carries out arbitration according to the priority degrees from high to low, the WRC obtains resources with the high priority degree and releases resources with the low priority degree, and the process is achieved through the method. According to the method, the timetable is added to a judgment criterion, the escape timetable is obtained by escaping the timetable and the turnout, the train arrival sequence is taken as one of judgment conditions, the train can comply with the arrival sequence of the operation timetable while freely competing for resources, and resource distribution can ensure planning.

Description

Technical Field

[0001] The present invention relates to the technical field of anti-deadlock resource allocation, and in particular to a timetable-based anti-deadlock resource allocation system and method. Background Art

[0002] In the urban rail transit signal system, the traditional signal system uses the concept of routes to pre-specify train routes and allocates the use of various trackside equipment according to the scope of the routes, such as turnout switches, screen doors, logical sections, protection areas, signal machines, etc. In the context of the "train autonomous operation system with vehicle-to-vehicle communication", the application for equipment resources within the train route is arranged by the train itself and applied to the trackside resource controller according to their respective needs. This real-time, train-led resource allocation method does not need to wait for the release of the previous routes on the line, and can arrange driving tasks according to the current situation of the line. At the same time, it also introduces the problem of competition for resources between trains. In some cases, trains negotiate the occupation of resources according to their respective needs for line resources, the relative positions between trains, and the order of resource requests. Such a result may produce a local optimal solution, allowing trains to pass at the fastest speed, but at the same time cannot strictly abide by the planned driving of the scheduling schedule.

[0003] The invention patent with publication number CN115743237B discloses an anti-deadlock resource allocation method, electronic device and storage medium. The method is used in a train autonomous operation system based on vehicle-to-vehicle communication, wherein the train autonomous operation system includes an on-board controller CC, a trackside train controller WTC and a trackside resource controller WRC. The method informs the WRC in advance of the track path required to complete the ATS task through CC or WTC; before the train actually needs track resources, the WRC pre-determines which train has priority to occupy the track resources. The patent does not reflect the expected sequence order of train entry into the station, can strictly abide by the timetable planned driving, the arbitration priority judgment is not comprehensive enough, and the line resource allocation is not efficient enough.

[0004] Therefore, providing a resource allocation method that can reflect the expected sequence of trains entering the station is an issue that is urgently needed to be solved. Summary of the invention

[0005] The purpose of the present invention is to provide a timetable-based anti-deadlock resource allocation system and method in order to overcome the defects of the prior art.

[0006] The purpose of the present invention can be achieved by the following technical solutions:

[0007] According to one aspect of the present invention, there is provided an anti-deadlock resource allocation system based on a timetable, comprising a trackside resource controller WRC, an ATS scheduling module and a switch, wherein the ATS scheduling module prepares a timetable according to the expected arrival sequence of trains, the ATS scheduling module issues the timetable to the trackside resource controller WRC, the trackside resource controller WRC performs a timetable escape according to the timetable and the switch, and determines resource allocation according to five criteria;

[0008] The five criteria are, in order of priority from high to low, the car in front, the car that obtains authorization from the trackside resource controller WRC first, the train with priority according to the timetable, the car that first applies to the trackside resource controller WRC for authorization of the resources, and the car with a smaller vehicle identification number. When there is a resource conflict, the trackside resource controller WRC combines the escape timetable and the five criteria, and arbitrates in order from high to low priority. The car with a higher priority obtains the resources, and the car with a lower priority releases the resources.

[0009] As an optimal technical solution, the system also includes an onboard controller CC and a trackside train controller WTC. The ATS scheduling module formulates an operation plan and issues tasks to the onboard controller CC and the trackside train controller WTC. The onboard controller CC and the trackside train controller WTC apply for and release line resources.

[0010] According to another aspect of the present invention, there is provided a method for a timetable-based anti-deadlock resource allocation system as described above, the method controlling a plurality of different trains, the method comprising the following steps:

[0011] S1, the ATS scheduling module sends a timetable to the trackside resource controller WRC, and the trackside resource controller WRC performs escape according to the timetable and the turnout, and obtains the escaped timetable;

[0012] S2, the train requests resources from the trackside resource controller WRC;

[0013] S3, the trackside resource controller WRC determines whether there is a conflict in the request according to the escape timetable, if not, the request is approved, if so, the current train relationship is calculated;

[0014] S4. Perform resource arbitration based on the current train relationship and in combination with the five criteria to determine resource allocation.

[0015] As a preferred technical solution, the timetable includes three dimensions, the first dimension is the train arrival platform, the second dimension is the expected sequence of trains on the platform, and the third dimension is the path of the train entering and leaving the station.

[0016] As a preferred technical solution, the escape is specifically to determine the turnout to be used according to the path of the train entering and leaving the station in the timetable, and then determine the train sequence according to the turnout, complete the escape and obtain the escape timetable.

[0017] As a preferred technical solution, the escaped timetable includes three dimensions, the first dimension is the switch through which the timetable trains enter and exit the station, the second dimension is the timetable priority platform, and the third dimension is the priority train sequence.

[0018] As a preferred technical solution, the current train relationship specifically includes the front and rear relationship of trains, resource holding status, priority train sequence and resource request status.

[0019] As a preferred technical solution, if the train that loses the arbitration already holds resources, the trackside resource controller WRC will send a request to release the resources to the train.

[0020] As a preferred technical solution, if the resources are not held by any train, the train that wins the arbitration holds the resources; after the train holding the resources passes, the train immediately sends a resource release request message to the trackside resource controller WRC.

[0021] As a preferred technical solution, the trackside resource controller WRC decodes the resource release request information, updates the timetable, recalculates the timetable priority train sequence, adjusts the anti-deadlock priority and reallocates resources.

[0022] Compared with the prior art, the present invention has the following beneficial effects:

[0023] 1. The present invention adds a timetable to the judgment criteria, and obtains a converted timetable by converting the timetable and the turnout. The order of train arrival is used as one of the judgment conditions. While trains compete freely for resources, they can comply with the arrival order of the operating timetable, and resource allocation can ensure planning.

[0024] 2. The timetable of the present invention is a three-dimensional table, and different data are stored in each dimension, so that the data presentation is more comprehensive, the data organization method is more flexible, and the relevant data is effectively integrated.

[0025] 3. The resource allocation of the present invention is highly efficient, and there is no need to wait for the previous route unlocking and related resource release on the line, so the resource allocation is faster.

[0026] 4. The resource allocation of the present invention is automated, and there is no need to manually arrange routes in advance. The system can automatically allocate resources according to the real-time situation of the route.

[0027] 5. The trains in the present invention have autonomy in applying for line resources, supporting resource allocation based on train demand; the system has flexibility in allocating resources, while retaining channels for manual intervention and processing. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 This is a schematic diagram of information interaction of the present invention;

[0029] Figure 2 It is a schematic diagram of the conversion process of the timetable of the present invention;

[0030] Figure 3 This is a schematic diagram of a train before passing a turnout according to the present invention;

[0031] Figure 4 This is a schematic diagram of a train passing a turnout according to the present invention;

[0032] Figure 5 This is a WRC processing flow chart of the present invention;

[0033] Figure 6 This is a CC or WTC processing flow chart of the present invention. DETAILED DESCRIPTION

[0034] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0035] In the urban rail transit signal system, the traditional signal system uses the concept of routes to pre-specify train routes and allocates the use of various trackside equipment according to the scope of the routes, such as turnout switches, screen doors, logical sections, protection areas, signal machines, etc. In the context of the "train autonomous operation system with vehicle-to-vehicle communication", the application for equipment resources within the train route is arranged by the train itself and applied to the trackside resource controller according to their respective needs. This real-time, train-led resource allocation method does not need to wait for the release of the previous routes on the line, and can arrange driving tasks according to the current situation of the line. At the same time, it also introduces the problem of competition for resources between trains. In some cases, trains negotiate the occupation of resources according to their respective needs for line resources, the relative positions between trains, and the order of resource requests. Such a result may produce a local optimal solution, allowing trains to pass at the fastest speed, but at the same time cannot strictly abide by the planned driving of the scheduling schedule.

[0036] In view of the above problems, the present invention provides a timetable-based anti-deadlock resource allocation system and method; the present invention adds a timetable to the judgment criteria, and obtains a timetable by escaping the timetable and the turnout, and takes the order of train arrival as one of the judgment conditions. While the trains compete for resources freely, they can comply with the order of arrival of the operation timetable, and resource allocation can ensure planning. The timetable of the present invention is a three-dimensional table, and different data are stored in each dimension, so that the data presentation is more comprehensive, the data organization method is more flexible, and the relevant data is effectively integrated. The resource allocation of the present invention is efficient, and there is no need to wait for the previous route unlocking and the release of relevant resources on the line, and the resource allocation is faster. The resource allocation of the present invention is characterized by automation, and there is no need to arrange the route manually in advance. The system can automatically allocate resources according to the real-time situation of the line. The train application for line resources of the present invention is autonomous. Supports resource allocation dominated by vehicle demand; the system has flexibility in allocating resources, while retaining channels for manual intervention and processing.

[0037] Example 1

[0038] like Figure 1 As shown, a timetable-based anti-deadlock resource allocation system includes a trackside resource controller WRC, an ATS scheduling module and a switch. The ATS scheduling module prepares a timetable according to the expected arrival sequence of trains. The ATS scheduling module sends the timetable to the trackside resource controller WRC. The trackside resource controller WRC performs a conversion according to the timetable and the switch to obtain a converted timetable, and determines resource allocation according to five criteria.

[0039] The five criteria are, in descending order of priority, the car in front, the car that first obtains authorization from the trackside resource controller WRC, the train with priority according to the schedule, the car that first applies to the trackside resource controller WRC for authorization of the resource, and the car with a smaller vehicle identification number. When there is a resource conflict, the trackside resource controller WRC combines the escape schedule and the five criteria to arbitrate in descending order of priority. The car with a high priority obtains the resource, and the car with a low priority releases the resource. The system also includes a vehicle controller CC and a trackside train controller WTC. The ATS scheduling module formulates an operation plan and issues tasks to the vehicle controller CC and the trackside train controller WTC. The vehicle controller CC and the trackside train controller WTC apply for and release line resources.

[0040] In this embodiment, the train autonomous operation system of vehicle-to-vehicle communication includes CC onboard controller, WTC trackside train controller, WRC trackside resource controller, and ATS dispatch subsystem. The system is composed of ATS to formulate operation plans and issue tasks; CC onboard controller and WTC represent trains to apply for and release line resources autonomously; WRC arbitrates the applications of all trains on the line and allocates line resources.

[0041] For the existing system, in the logic of the WRC trackside resource controller, the priority of resources between trains is determined according to the four WRC anti-deadlock criteria.

[0042] 1. The car in front.

[0043] 2. First obtain the car authorized by WRC for this resource.

[0044] 3. Apply to WRC to authorize the vehicle for this resource first.

[0045] 4. Cars with smaller vehicle identification numbers (ID) will be given priority.

[0046] In actual operation, due to differences in train speed, stop time, and station spacing, there will be varying degrees of randomness during operation. This randomness will ultimately manifest itself in the train not being able to arrive within the application scope of line resources according to the most ideal plan. Due to the existence of this systematic randomness, trains in the existing system will pass through some key line resources in a random manner that is roughly in accordance with the timetable plan, ultimately resulting in a disordered arrival order.

[0047] The logic of the WRC trackside resource controller of the present invention determines the priority of resources between trains according to the five criteria of WRC anti-deadlock.

[0048] 1. The car in front has priority.

[0049] 2. The car that first obtains WRC authorization for this resource will have priority.

[0050] 3. Trains with priority according to the timetable have priority.

[0051] 4. The car that first applies to WRC for authorization of this resource will have priority.

[0052] 5. Cars with smaller vehicle identification numbers (ID) will be given priority.

[0053] After the WRC makes a ruling based on the priority, it will decide whether the train obtains the conflicting resources in the order of priority and finally implement resource allocation. If a train that loses the arbitration already holds a certain resource, the WRC trackside resource controller will send a request to the train to release the resource and require the train to retract its field of view.

[0054] Example 2

[0055] like Figure 2-Figure 6 As shown, a method for a timetable-based anti-deadlock resource allocation system includes a plurality of different trains, and the method includes the following steps:

[0056] S1, the ATS scheduling module sends a timetable to the trackside resource controller WRC, and the trackside resource controller WRC performs escape according to the timetable and the turnout, and obtains the escaped timetable;

[0057] S2, the train requests resources from the trackside resource controller WRC;

[0058] S3, the trackside resource controller WRC determines whether there is a conflict in the request according to the escape timetable, if not, the request is approved, if so, the current train relationship is calculated;

[0059] S4. Perform resource arbitration based on the current train relationship and in combination with the five criteria to determine resource allocation.

[0060] The timetable includes three dimensions, the first dimension is the train arrival platform, the second dimension is the expected sequence of trains on the platform, and the third dimension is the path of trains entering and leaving the station.

[0061] The escape is specifically to determine the turnout to be used according to the path of the train entering and leaving the station in the timetable, and then determine the train sequence according to the turnout, complete the escape and obtain the escape timetable.

[0062] The escaped timetable includes three dimensions, the first dimension is the switches that the timetable trains pass through when entering and leaving the station, the second dimension is the timetable priority platforms, and the third dimension is the priority train sequence.

[0063] The current train relationship specifically includes the front and rear relationship of trains, resource holding status, priority train sequence and resource request status.

[0064] If the train that loses the arbitration already holds resources, the trackside resource controller WRC will send a request to release the resources to the train.

[0065] If the resource is not held by any train, the train that wins the arbitration holds the resource.

[0066] After the train holding the resources passes, the train immediately sends a resource release request message to the trackside resource controller WRC.

[0067] The trackside resource controller WRC decodes the resource release request information, updates the timetable, recalculates the timetable priority train sequence, adjusts the anti-deadlock priority and reallocates resources.

[0068] In this embodiment, the system first issues the train dispatching task to the train controller by ATS, and at the same time, issues the timetable information to the trackside resource controller, including the train arrival order information of multiple platforms, and the entry and exit path information of the arriving trains. After receiving the original timetable information, the WRC trackside resource controller decodes it and replies to ATS to confirm the timetable. Combined with the line data topology information, the turnout information associated with the timetable path is obtained, and the escaped timetable is calculated. The escaped timetable includes information such as the timetable priority platform, the timetable turnout priority car sequence, the timetable turnout priority car, the timetable turnout second priority car, and the train outside the timetable. After receiving the task issued by ATS, the train controller determines the task scope. According to its own updated positioning, it determines whether the turnout within the task scope is already behind the positioning. For the turnout behind the positioning, it sends the turnout release information to WRC.

[0069] In order to introduce the details of this method, some new concepts created and applied in this method are explained and defined as follows:

[0070] timetable

[0071] The timetable is the expected sequence of trains on the platform issued by ATS according to the operation task. This information is represented by a three-dimensional table. The first dimension is the platform related to the timetable, the second dimension is the expected sequence of trains on the platform, and the third dimension is the path of trains entering and leaving the station.

[0072] Switch on path associated with entry and exit paths

[0073] The turnouts associated with the entry and exit paths are a collection of turnouts that the trains pass through on the entry and exit paths in the timetable.

[0074] platformin priority in time schedule

[0075] The timetable priority platforms are the set of platforms involved in the first dimension in the timetable.

[0076] switch releasable for time scheduled deadlock

[0077] The timetable deadlock releasable turnout list is a collection of all the turnouts on the line that have been completely passed by the train within the train mission range.

[0078] sequence of train in priority in time schedule

[0079] The timetable priority train sequence is the order of train arrival at a certain platform defined in the timetable. The trains in this sequence are order-sensitive. Trains that are earlier in the sequence have an earlier expected arrival order on the platform.

[0080] Escape schedule sequences of train in priority on switch

[0081] The sequence of timetable priority trains on the associated turnouts on the entry and exit paths after being processed by the WRC trackside controller. There can be multiple such sequences, reflecting the priority order of trains on a certain turnout for different timetable priority stations.

[0082] train in priority by time schedule

[0083] The set of trains that are at the top of a sequence of trains at any priority platform in a timetable.

[0084] train in secondary priority by time schedule

[0085] The set of trains mentioned in the sequence of trains with priority stations in the timetable that are not the first in any sequence.

[0086] train not in time schedule

[0087] The set of all trains on the line that are not mentioned in the train sequence for any priority platform in the timetable.

[0088] train not in priority by time schedule

[0089] The set of all trains on the line that are not the timetable switch priority trains.

[0090] The corresponding sets are:

[0091] switch on

[0092] platform in priority in time schedule={plt|plt∈time schedule}

[0093] switch releasable for time schedule

[0094] sequence of train in priority in time schedule={{t}|t∈timeschedule,rank(t)in sequence of train in priority in time schedule=rank(t)intime schedule}

[0095] sequences of train in priority on

[0096] train in priority by time train in secondary priorityby time schedule

[0097] train not in time

[0098] train not in priority by time

[0099] The "timetable" contains original information, including three dimensions: 1. Platform 2. Trains with priority according to the planned task time (sequence sensitive) 3. Train entry and exit paths; "Escape timetable" is one of the final calculation target variables, including three dimensions 1. Switches that timetable trains pass through when entering and exiting the station 2. Timetable priority platforms 3. Priority trains (sequence sensitive); The remaining sets are used to calculate the disassembly information or auxiliary information from "timetable" to "escape timetable". Among them, "timetable priority platform" and "timetable priority train sequence" are the information contained in the timetable, and "entry and exit path associated switch" is auxiliary information, which does not come from the timetable, but is used for escape. "Escape timetable" is the calculation target variable.

[0100] The escape is specifically to determine the switch to be used according to the path of the train entering and leaving the station in the timetable, and then determine the train sequence according to the switch, complete the escape and obtain the escaped timetable. More specifically, the escape is to convert the original information of the timetable with the dimensions of platform + train + path into a priority sequence table with the dimensions of switch + train through calculation. The escape process of the present invention is: the escaped timetable is first found in the timetable "in and out path associated switch" (first dimension), and on the "timetable priority platform" of these switches (second dimension), the priority train sequence (third dimension) is mapped in the timetable. Figure 2 As shown in the figure, “->” represents the path connecting two numbered platforms, Tx represents the car, and Sx represents the switch; Rank Train 1 is the T2 car, and the Entry path is from platform 4 to 1, which requires the use of S1 switch; Rank Train 2 is the T1 car, and the Entry path is from platform 3 to 1, which requires the use of S1 and S2 switch. On the other hand, for the S1 switch, T2 and T1 need to use S1, and for the S2 switch, only T1 needs to use S2.

[0101] Take the case of a conflict between two trains on turnout P1, train A and train B. Figure 3-Figure 6 Describe in detail:

[0102] ATS issues tasks to train A and train B, and train A starts executing the task before train B.

[0103] ATS sends a timetable to the WRC trackside resource controller. The information in the timetable indicates that there is a sequence of trains arriving at Platform 1 {train B, train A}, and the arrival paths of the two trains are {platform4-platform1, platform3-platform1} respectively.

[0104] Train A and train B send their respective fields of view, their respective positions, and requests for turnout P1 resources to the WRC trackside resource controller. Train A's request field of view to the WRC trackside resource controller is the area from platform 3 to platform 1. Train B's request field of view to the WRC trackside resource controller is the area from platform 4 to platform 1.

[0105] The WRC trackside resource controller calculates that train A and train B request turnout P1 at the same time, and the field of view of train A and train B both cover turnout P1. There is a conflict in resource demand between train A and train B.

[0106] The WRC trackside resource controller calculates the relationship between the train's travel direction, field of view and train positioning, and determines the front-to-back relationship between train A and train B.

[0107] The WRC trackside resource controller calculates the current resource holding status of the two trains for turnout P1.

[0108] WRC Trackside Resource Manager decodes the timetable, calculates the timetable associated switches, escapes the timetable, updates and maintains the timetable, and calculates the priority train sequence. It is calculated that train A is a non-priority train on platform1 according to the timetable.

[0109] The WRC trackside resource controller calculates the resource requests of train A and train B for turnout P1.

[0110] The WRC trackside resource controller calculates the five criteria of train A and train B for turnout P1 resources, and calculates the priority of the conflict between A and train B for turnout P1 resources.

[0111] The WRC trackside resource controller arbitrates the conflict and decides which train has priority for the turnout P1 resource. The decision result is train B.

[0112] The WRC trackside resource controller calculates the allowed visual range of train A and train B. For train B, the allowed visual range is from the positioning position of train B to platform 1. For train A, the allowed visual range is from the positioning position of train A to the outside of the collision detection area of ​​turnout P1.

[0113] The WRC trackside resource controller sends the train's field of view to train A and train B respectively. If the train that loses the arbitration already holds the turnout P1 resource, the WRC trackside resource controller will send a request to release the resource to the train and ask the train to retract its field of view. In this scenario, the WRC trackside resource controller allocates the turnout P1 resource to train B.

[0114] After train B passes through turnout P1, it sends a turnout release message to the WRC trackside resource controller.

[0115] The WRC trackside resource controller decodes the release switch information, updates the timetable, recalculates the timetable priority sequence, adjusts the anti-deadlock priority and reallocates resources. At this time, the switch P1 resource can be allocated to train A to continue to complete the task.

[0116] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present invention, and these modifications or replacements should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A timetable-based anti-deadlock resource allocation system, comprising a trackside resource controller WRC, an ATS scheduling module and a turnout, characterized in that: The ATS scheduling module prepares a timetable according to the expected arrival sequence of the trains, and sends the timetable to the trackside resource controller WRC. The trackside resource controller WRC interprets the timetable and the turnout to obtain the interpreted timetable, and determines the resource allocation according to five criteria; The five criteria are, in order of priority from high to low, the car in front, the car that obtains authorization from the trackside resource controller WRC first, the train with priority according to the timetable, the car that first applies to the trackside resource controller WRC for authorization of the resources, and the car with a smaller vehicle identification number. When there is a resource conflict, the trackside resource controller WRC combines the escape timetable and the five criteria, and arbitrates in order from high to low priority. The car with a higher priority obtains the resources, and the car with a lower priority releases the resources.

2. The anti-deadlock resource allocation system based on a timetable according to claim 1, characterized in that: The system also includes a vehicle controller CC and a trackside train controller WTC. The ATS scheduling module formulates an operation plan and issues tasks to the vehicle controller CC and the trackside train controller WTC. The vehicle controller CC and the trackside train controller WTC apply for and release line resources.

3. A method for a timetable-based anti-deadlock resource allocation system as claimed in any one of claims 1-2, the method controlling a plurality of different trains, characterized in that: The method comprises the following steps: S1, the ATS scheduling module sends a timetable to the trackside resource controller WRC, and the trackside resource controller WRC performs escape according to the timetable and the turnout, and obtains the escaped timetable; S2, the train requests resources from the trackside resource controller WRC; S3, the trackside resource controller WRC determines whether there is a conflict in the request according to the escape timetable, if not, the request is approved, if so, the current train relationship is calculated; S4. Perform resource arbitration based on the current train relationship and in combination with the five criteria to determine resource allocation.

4. The method according to claim 3, characterized in that The timetable includes three dimensions, the first dimension is the train arrival platform, the second dimension is the expected sequence of trains on the platform, and the third dimension is the path of trains entering and leaving the station.

5. The method according to claim 4, characterized in that The escape is specifically to determine the turnout to be used according to the path of the train entering and leaving the station in the timetable, and then determine the train sequence according to the turnout, complete the escape and obtain the escape timetable.

6. The method according to claim 5, characterized in that The escaped timetable includes three dimensions, the first dimension is the switches that the timetable trains pass through when entering and leaving the station, the second dimension is the timetable priority platforms, and the third dimension is the priority train sequence.

7. The method according to claim 3, characterized in that The current train relationship specifically includes the front and rear relationship of trains, resource holding status, priority train sequence and resource request status.

8. The method according to claim 3, characterized in that If the train that loses the arbitration already holds resources, the trackside resource controller WRC will send a request to release the resources to the train.

9. The method according to claim 3, characterized in that: If the resources are not held by any train, the train that wins the arbitration holds the resources; after the train holding the resources passes, the train immediately sends a resource release request message to the trackside resource controller WRC.

10. The method according to claim 9, characterized in that The trackside resource controller WRC decodes the resource release request information, updates the timetable, recalculates the timetable priority train sequence, adjusts the anti-deadlock priority and reallocates resources.

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