A timetable-based anti-deadlock resource allocation system and method

Abstract

The present invention relates to a timetable-based anti-deadlock resource allocation system and method, comprising a trackside resource controller (WRC), an ATS scheduling module, and a switch. The ATS scheduling module issues a timetable to the trackside resource controller (WRC). The trackside resource controller (WRC) performs an escape timetable based on the timetable and the switch, and determines resource allocation based on five criteria. When a resource conflict occurs, the trackside resource controller (WRC) combines the escape timetable and the five criteria to arbitrate in descending order of priority. The higher priority trains obtain resources, and the lower priority trains release resources. The method implements the above process. The present invention incorporates a timetable into the judgment criteria, obtains an escape timetable by escaping the timetable and the switch, and uses the order of train arrival as one of the judgment conditions. While trains freely compete for resources, they can comply with the arrival order of the operating timetable, and resource allocation 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 urban rail transit signaling systems, traditional signaling systems use the concept of routes to predefine train routes and allocate access to various trackside equipment, such as switches, platform screen doors, logical sections, protection zones, and signals, based on the scope of these routes. In the context of a "train-to-train communication autonomous train operation system," trains independently allocate equipment resources within their routes, submitting requests to the trackside resource controller based on their needs. This real-time, train-driven resource allocation eliminates the need to wait for previously available routes on the line, allowing train operations to be scheduled based on current conditions. However, this also introduces the problem of resource competition between trains. In some cases, trains negotiate resource allocation based on their respective needs for line resources, their relative positions, and the order in which they request resources. This can result in a local optimal solution, allowing trains to pass at the fastest possible speed while failing to strictly adhere to the scheduled timetable.

[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 the CC or WTC; before the train actually needs the track resources, the WRC pre-determines which train has priority to occupy the track resources. This patent does not reflect the expected sequence order of trains entering the station, can strictly abide by the timetable plan, is not comprehensive in the judgment of arbitration priority, and is not efficient in the allocation of line resources.

[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 above-mentioned defects in 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, a timetable-based anti-deadlock resource allocation system is provided, comprising a trackside resource controller (WRC), an ATS scheduling module, and a switch. The ATS scheduling module generates a timetable based on the expected arrival sequence of trains. The ATS scheduling module issues the timetable to the trackside resource controller (WRC). The trackside resource controller (WRC) interprets the timetable and the switch to obtain an escaped timetable and determines resource allocation based on five criteria.

[0008] The five criteria are, in descending order of priority, the vehicle in front, the vehicle that obtains authorization from the trackside resource controller WRC first, the train with priority according to the timetable, the vehicle that first applies to the trackside resource controller WRC for authorization of the resource, and the vehicle 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 to arbitrate in descending order of priority. The vehicle with a higher priority obtains the resources, and the vehicle with a lower priority releases the resources.

[0009] As an optimal technical solution, the system also includes an on-board controller CC and a trackside train controller WTC. The ATS scheduling module formulates an operation plan and issues tasks to the on-board controller CC and the trackside train controller WTC. The on-board 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. 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, and if not, agrees to the request; if so, calculates the current train relationship;

[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 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 escape timetable.

[0017] As an optimal technical solution, 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.

[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 incorporates a timetable into the judgment criteria. By translating the timetable and switches, a translated timetable is obtained. The order of train arrival is used as one of the judgment conditions. While trains compete freely for resources, the arrival order of the operating timetable can be followed, and resource allocation can ensure planning.

[0024] 2. The timetable of the present invention is a three-dimensional table, storing different data in each dimension, making the data presentation more comprehensive, the data organization more flexible, and the effective integration of related data.

[0025] 3. The resource allocation of the present invention is highly efficient. There is no need to wait for the previous route on the line to be unlocked and the relevant resources to be released, and 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 this invention have autonomy in applying for line resources. This supports resource allocation based on train demand. The system is flexible in allocating resources while retaining channels for manual intervention and processing. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 Schematic diagram of information interaction of the present invention;

[0029] Figure 2 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 switch 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 flowchart of the WRC process 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 clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0035] In urban rail transit signaling systems, traditional signaling systems use the concept of routes to predefine train routes and allocate access to various trackside equipment, such as switches, platform screen doors, logical sections, protection zones, and signals, based on the scope of these routes. In the context of a "train-to-train communication autonomous train operation system," trains independently allocate equipment resources within their routes, submitting requests to the trackside resource controller based on their needs. This real-time, train-driven resource allocation eliminates the need to wait for previously available routes on the line, allowing train operations to be scheduled based on current conditions. However, this also introduces the problem of resource competition between trains. In some cases, trains negotiate resource allocation based on their respective needs for line resources, their relative positions, and the order in which they request resources. This can result in a local optimal solution, allowing trains to pass at the fastest possible speed while failing to strictly adhere to the scheduled timetable.

[0036] To address the above-mentioned issues, the present invention provides a timetable-based anti-deadlock resource allocation system and method. This system incorporates the timetable into its judgment criteria. By interpreting the timetable and switches, a interpreted timetable is generated. The order of train arrival is used as one of the judgment criteria. While trains freely compete for resources, the arrival order of the operating timetable can be adhered to, ensuring planned resource allocation. The timetable of the present invention is a three-dimensional table, storing different data in each dimension. This allows for a more comprehensive data presentation, more flexible data organization, and effective integration of related data. The resource allocation system of the present invention is highly efficient, eliminating the need to wait for previous routes on the line to be unlocked and related resources to be released, resulting in faster resource allocation. The resource allocation system of the present invention is automated, eliminating the need for manual route scheduling in advance. The system automatically allocates resources based on the real-time conditions of the line. Trains in the present invention have autonomy in applying for line resources. Resource allocation is driven by train demand, and the system provides flexibility in resource allocation 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 switches. The ATS scheduling module generates a timetable based on the expected arrival sequence of trains. The ATS scheduling module issues the timetable to the trackside resource controller (WRC). The trackside resource controller (WRC) interprets the timetable and switches to obtain an escaped timetable and determines resource allocation based on five criteria.

[0039] The five criteria, in descending order of priority, are: the vehicle in front, the vehicle that first obtains authorization from the Trackside Resource Controller (WRC), the train with priority according to the schedule, the vehicle that first applies to the Trackside Resource Controller (WRC) for authorization of the resource, and the vehicle with the smallest vehicle identification number. When a resource conflict occurs, the Trackside Resource Controller (WRC) combines the escape schedule and the five criteria to arbitrate in descending order of priority, with the vehicle with the highest priority obtaining the resource and the vehicle with the lowest priority releasing the resource. 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.

[0040] In this embodiment, the autonomous train operation system with vehicle-to-vehicle communication includes the CC onboard controller, the WTC wayside train controller, the WRC wayside resource controller, and the ATS dispatch subsystem. The ATS formulates operation plans and issues tasks; the CC onboard controller and the WTC autonomously apply for and release line resources on behalf of trains; and the WRC arbitrates all train applications 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 WRC authorization for the resource car.

[0044] 3. First apply to WRC for authorization of the vehicle for this resource.

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

[0046] In practice, varying degrees of randomness occur during operation due to variations in train speed, stop duration, and station spacing. This randomness ultimately manifests itself in trains not arriving within the requested range of line resources as planned. Due to this systemic randomness, trains in the existing system will pass through some key line resources in a manner that roughly adheres to the timetable, yet exhibits randomness, ultimately leading to out-of-sequence arrivals.

[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 vehicle that first applies to WRC for authorization of this resource will be given priority.

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

[0053] After the WRC arbitration process, it determines whether a train receives a conflicting resource based on the priority order and ultimately allocates the resources. If a train that loses the arbitration already holds a resource, the WRC trackside resource controller sends a request to release the resource to that train and requires it 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 comprises the following steps:

[0056] S1. The ATS scheduling module sends a timetable to the trackside resource controller WRC. 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, and if not, agrees to the request; if so, calculates the current train relationship;

[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 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 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 back 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 the train to release the resources.

[0065] If the resource is not held by any train, the train that wins the arbitration will hold 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 the ATS to confirm the timetable. Combined with the line data topology information, the switch 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 switch priority car sequence, the timetable switch priority car, the timetable switch second priority car, and the trains outside the timetable. After receiving the task issued by ATS, the train controller determines the task scope. Based on its own updated positioning, it determines whether the switch within the task scope is already behind the positioning. For the switch behind the positioning, it sends a switch release information to the WRC.

[0069] To introduce the details of this method, some new concepts created and applied in this method are explained and defined below:

[0070] timetable

[0071] The timetable is the expected sequence of trains on a platform, issued by the ATS based on operational tasks. This information is represented by a three-dimensional table. The first dimension represents the platform associated with the timetable, the second dimension represents the expected sequence of trains on that platform, and the third dimension represents the paths taken by 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 the set of turnouts that the trains pass through on the entry and exit paths in the timetable.

[0074] platform in 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 arrivals at a certain platform as defined by the timetable. The trains in this sequence are order-sensitive; trains that are earlier in the sequence have an expected arrival order at the platform.

[0080] escape timetable sequences of train in priority on switch

[0081] The sequence of timetable priority trains on the associated switches along the entry and exit paths, processed by the WRC wayside controller. Multiple sequences can exist, reflecting the priority order of trains on a particular switch for different timetable priority stations.

[0082] train in priority by time schedule

[0083] The set of trains that are first in the sequence of trains with priority stations in any timetable.

[0084] train in secondary priority by time schedule

[0085] The set of trains mentioned in all the timetable priority train sequences 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 scheduled 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 priority by time schedule

[0097] train not in time

[0098] train not in priority by time

[0099] The "timetable" contains raw information, encompassing three dimensions: 1. Platforms, 2. Trains prioritized by scheduled mission time (sequence-sensitive), and 3. Train entry and exit paths. The "escape timetable" is one of the final calculation variables and contains three dimensions: 1. Switches used by timetable trains entering and exiting the station, 2. Timetable priority platforms, and 3. Priority trains (sequence-sensitive). The remaining sets are used to disassemble or assist information from the "timetable" to the "escape timetable." "Timetable priority platforms" and "Timetable priority train sequence" are information contained in the timetable, while "entry and exit path associated switches" is auxiliary information that does not come from the timetable but is used for escape. The "escape timetable" is the calculation 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 escape 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 escape timetable is first found in the timetable "entry and exit 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. As 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 switches. From another perspective, 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, combined with 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] The ATS sends a timetable to the WRC trackside resource controller. The information in the timetable indicates that there are trains arriving at Platform 1 in the sequence {Train B, Train A}. The arrival paths of the two trains are {Platform 4-Platform 1, Platform 3-Platform 1} respectively.

[0104] Train A and Train B each send their respective fields of view, their respective locations, and requests for turnout P1 resources to the WRC Wayside Resource Controller. Train A's requested field of view covers the area from platform 3 to platform 1. Train B's requested field of view covers the area from platform 4 to platform 1.

[0105] The WRC trackside resource controller calculates that Train A and Train B both request turnout P1, and both Train A and Train B have vision covering turnout P1. This indicates a resource conflict between Train A and Train B.

[0106] The WRC trackside resource controller calculates the relationship between the train's direction of travel, 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 switch P1.

[0108] The WRC Trackside Resource Manager decodes the timetable, calculates the timetable-associated switches, converts the timetable, updates and maintains the timetable, and calculates the priority train sequence. It calculates that Train A is a non-priority train on platform 1 according to the timetable.

[0109] The WRC wayside 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 for 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 turnout P1. The decision is for train B.

[0112] The WRC calculates the permissible field of view for Train A and Train B. For Train B, the permissible field of view is from Train B's position to Platform 1. For Train A, the permissible field of view is from Train A's position to the outside of the collision detection zone of Switch P1.

[0113] The WRC Trackside Resource Controller sends the train's permitted field of view to Train A and Train B. If a train that has lost arbitration already holds the turnout P1 resource, the WRC Trackside Resource Controller sends a request to release the resource and instructs 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 switch P1, it sends a switch release message to the WRC trackside resource controller.

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

[0116] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and such modifications or substitutions are intended to be within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be subject to the scope of protection 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 switch, characterized in that: The ATS scheduling module creates a timetable based on the expected arrival sequence of trains. The ATS scheduling module sends the timetable to the trackside resource controller (WRC). The trackside resource controller (WRC) interprets the timetable and switches to obtain an escaped timetable and determines resource allocation based on five criteria. The five criteria are, in descending order of priority, the vehicle in front, the vehicle that obtains authorization from the trackside resource controller WRC first, the train with priority according to the timetable, the vehicle that first applies to the trackside resource controller WRC for authorization of the resource, and the vehicle 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 to arbitrate in descending order of priority. The vehicle with a higher priority obtains the resources, and the vehicle 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 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.

3. A method for a timetable-based anti-deadlock resource allocation system as claimed in any one of claims 1 to 2, wherein the method controls 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. 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, and if not, agrees to the request; if so, calculates the current train relationship; 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 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 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 back 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 the train to release the resources.

9. The method according to claim 3, characterized in that If the resource is not held by any train, the train that wins the arbitration will hold the resource; after the train holding the resource passes, the train will immediately send 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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