Urban rail transit scheduling method based on train route crossing intelligent change

Abstract

The invention provides an urban rail transit scheduling method based on intelligent train route change. The scheduling method specifically comprises the steps that fault information is recognized, train route change is triggered to determine a route interruption position, a corresponding route layout is called, and change operation route information is generated; obtaining the number and interval time of trains in the intersection, and recognizing redundant trains in the intersection and peripheral trains outside the intersection in combination with the train positions of the lines; and off-line paths of the redundant trains and running paths of the peripheral trains are generated, and running of the corresponding trains is controlled in combination with the changed running route information. According to the method, when the fault information is recognized, the change operation route can be automatically generated according to the line interruption position and in combination with the corresponding line layout, and the optimal operation adjustment scheme after the change of the route can be automatically generated for the on-line train so as to control the operation of the train, and meanwhile, the formulating efficiency and the scheme precision of the route change scheme are guaranteed.

Description

Technical Field

[0001] The present invention relates to the technical field of urban rail transit, and in particular to an urban rail transit dispatching method based on intelligent train route change. Background Art

[0002] In the existing urban rail transit dispatching system, dispatchers mainly use monitoring equipment such as train automatic monitoring systems and video monitoring to obtain real-time information on the train operation status, station passenger flow, and equipment failures on the line. When emergencies such as line failures, large passenger congestion, and equipment failures affecting driving occur, dispatchers can formulate specific route change plans based on factors such as line layout, station facilities, and train operation schedules, and further issue route change instructions to train drivers and station staff through communication systems such as wireless dispatching communications and wired telephones. Train drivers and station staff will perform route change operations according to the instructions to maintain the normal operation of trains in emergency situations.

[0003] However, it usually takes a certain amount of time for dispatchers to manually combine various factors to formulate route change plans. In addition, when encountering complex multi-factor situations, it may be difficult to make comprehensive and accurate judgments based solely on the experience and professional knowledge of dispatchers. In emergency situations, it is also easy to interfere with the judgment of dispatchers, causing them to make hasty or conservative decisions. It can be seen that the method of relying on dispatchers to manually formulate route change plans cannot guarantee both formulation efficiency and plan accuracy. Summary of the invention

[0004] The purpose of the present invention is to overcome the shortcomings of the prior art that the method of manually formulating route change plans by dispatchers cannot simultaneously guarantee the efficiency and accuracy of the plans, and to provide an urban rail transit dispatching method based on intelligent change of train routes. When fault information is identified, the method can automatically generate a changed operation route based on the line interruption position and the corresponding line layout. For online trains, the method can also automatically generate the optimal operation adjustment plan after the route change based on the relevant information of the changed operation route in combination with the corresponding line train position, so as to control the train operation, while ensuring the efficiency and accuracy of the route change plan.

[0005] The purpose of the present invention is achieved through the following technical solutions:

[0006] The urban rail transit dispatching method based on intelligent train route change includes:

[0007] Identify fault information and trigger train route changes based on the identified situation;

[0008] Determine the line interruption location based on the fault information, retrieve the corresponding line layout, and generate the changed operation route information;

[0009] According to the changed route information, the number of trains and the interval time in the route are obtained, and the redundant trains in the route and the peripheral trains outside the route are identified in combination with the line train positions;

[0010] Generate the offline routes of redundant trains and the operating routes of peripheral trains, and control the operation of corresponding trains in combination with the changed operating route information.

[0011] When fault information is identified, the system can automatically generate a changed operation route based on the line interruption location and the corresponding line layout, effectively improving the efficiency of formulating the operation route change plan. In addition, for online trains that need to make operation adjustments based on the operation route changes, the system can identify their specific identities, automatically generate the optimal operation adjustment plan after the route change based on the corresponding identities and the relevant information of the changed operation route, and combine the corresponding line train positions, thus ensuring the accuracy of the formulated operation route change plan.

[0012] Furthermore, the generating of the offline paths of the redundant trains and the running paths of the peripheral trains includes:

[0013] Identify the switching rail situation within the changed route;

[0014] When it is identified that there is a switch rail in the changed route, the switch rail conditions in the forward direction of the train and the return direction of the route terminal are identified, and the de-line path of the redundant train is generated based on the identification of the corresponding switch rail, and the redundant train is de-lined via the corresponding switch rail;

[0015] When it is identified that there is no transfer track in the changed route, the redundant trains are not set off the line, and the redundant trains are controlled to run in the changed route.

[0016] Furthermore, the identification of the switching rail conditions in the forward direction of the train and the return direction of the crossing terminal station, and the generation of the offline path of the redundant train based on the identification of the corresponding switching rails, includes:

[0017] When there is a transfer track in the forward direction, the excess trains will enter the corresponding transfer track after clearing passengers at the station where the transfer track is located;

[0018] When there is no transfer track in the forward direction and no transfer track in the reversing direction at the terminal station of the route, the excess trains will run to the terminal station to clear passengers and reversing, and then run to the corresponding transfer track of the changed route in an empty state;

[0019] When there is no transfer track in the forward direction and there is a transfer track in the reversing direction at the terminus of the route, the excess trains shall run to the terminus to clear passengers and turn back, and then run with empty trains to the corresponding transfer track in the reversing direction at the terminus of the route.

[0020] After the route is changed, the changed route may accommodate more trains than the planned one, and too many trains may cause the trains in the route to not match the passenger flow demand, affecting the train's operating efficiency. Therefore, the redundant trains that need to be adjusted offline are identified, and corresponding offline routes are formulated to remove the corresponding redundant trains. In addition, considering that the positions of online trains are different during operation and the adjustment conditions they face are different, corresponding operation adjustment plans are formulated according to the different scenarios faced by online trains to ensure the operating efficiency of the rail transit system after the route is changed.

[0021] Furthermore, the generating of the offline paths of the redundant trains and the running paths of the peripheral trains also includes:

[0022] Obtain the next physical platform of the peripheral train, and match the next physical platform of the peripheral train with the station in the changed running route;

[0023] The running path of the peripheral train is set according to the matching result of the next physical platform of the peripheral train.

[0024] Further, the setting of the running path of the peripheral train according to the matching result of the next physical platform of the peripheral train includes:

[0025] When the next physical platform of the peripheral train is a station within the changed operation route, the peripheral train running in the changed operation route will be included in the changed operation route;

[0026] When the next physical platform of the peripheral train is a station outside the changed running route, the peripheral train will be detained.

[0027] For the trains planned to pass on the original route, taking into account the different departure times and locations of the trains, there may be trains that have not yet arrived at the changed operating route. For such trains, it is determined whether they will be affected by the change in the operating route based on their next physical platform, and then a specific operation control plan is set to ensure that after the operating route is changed, each train in the corresponding operating route can operate normally.

[0028] Furthermore, the method of determining the line interruption location based on the fault information, retrieving the corresponding line layout, and generating the changed operation route information includes:

[0029] Determine the fault type based on the fault information, and obtain the fault impact range based on the fault type;

[0030] Retrieve the corresponding line layout and select the routes with the ability to turn back based on the line interruption location and the scope of fault impact;

[0031] The changed operation route information is generated based on the filtered routes.

[0032] It can automatically calculate the optimal online train route change plan based on the location of the fault point and the line return station information, without the need for human intervention, shortening the decision-making time and ensuring the efficiency of the formulation of the operation route change plan.

[0033] Furthermore, the method of obtaining the number of trains and the interval time in the route according to the changed route information, and identifying the redundant trains in the route and the peripheral trains outside the route in combination with the line train positions, includes:

[0034] Determine the changed running route according to the changed running route information, obtain the number of trains corresponding to the running route before the change, and the planned number of trains and the corresponding departure interval of the running route after the change;

[0035] Predict the number of trains on the changed routes based on the departure interval and the number of trains, and compare the predicted number of trains with the planned number of trains;

[0036] When the predicted number of trains exceeds the planned number of trains, the operating characteristics of each train in the corresponding running route before and after the change are obtained, and the redundant trains in the route are screened out according to the operating characteristics.

[0037] Furthermore, the method of obtaining the number of trains and the interval time in the route according to the changed route information, and identifying the redundant trains in the route and the peripheral trains outside the route in combination with the line train positions, includes:

[0038] According to the changed operation route information, the path range of the operation exchange after the change is obtained;

[0039] The line train positions are matched with the path range of the changed operation exchanges, and the trains whose line train positions are not within the path range of the changed operation exchanges are peripheral trains.

[0040] Furthermore, the generating of the offline paths of the redundant trains and the running paths of the peripheral trains, and controlling the running of the corresponding trains in combination with the changed running route information, further includes:

[0041] After executing the running route change, the corresponding trains are controlled to run at equal intervals according to the changed running route information and interval time.

[0042] Furthermore, the generating of the offline paths of the redundant trains and the running paths of the peripheral trains, and controlling the running of the corresponding trains in combination with the changed running route information, further includes:

[0043] Set corresponding dispatching commands according to the changed operation route information, the offline routes of redundant trains and the operation routes of peripheral trains;

[0044] Set the command issuing object according to the train type corresponding to the dispatching command, issue the dispatching command to the corresponding command issuing object, and control the operation of the corresponding train.

[0045] The beneficial effects of the present invention are:

[0046] (1) When fault information is identified, the system can automatically generate a changed route based on the line interruption location and the corresponding line layout, effectively improving the efficiency of formulating the route change plan. For online trains that need to make operation adjustments based on route changes, the system can identify their specific identities, automatically generate the optimal route change operation adjustment plan based on the corresponding identities and relevant information about the route changes, and combine the corresponding line train positions, thus ensuring the accuracy of the formulated route change plan.

[0047] (2) After the route is changed, the changed route may accommodate more trains than planned, and too many trains may cause the trains in the route to not match the passenger flow demand, affecting the operational efficiency of the trains. Therefore, it is necessary to identify the redundant trains that need to be offline and formulate corresponding offline routes to transfer the corresponding redundant trains and ensure the operational efficiency of the rail transit system after the route is changed.

[0048] (3) For peripheral trains that have not yet reached the corresponding route range, corresponding adjustments shall be made based on their specific operating conditions to avoid affecting the operation of trains in the changed route and to ensure the safe operation of trains in the changed route. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Figure 1 It is a schematic diagram of a process of the present invention;

[0050] Figure 2 It is a schematic diagram of a redundant train off-line path with a switch rail in a crossing and a switch rail in the forward direction according to an embodiment of the present invention;

[0051] Figure 3 It is a schematic diagram of a redundant train off-line path in an embodiment of the present invention, in which there is a switch rail in a crossing, there is no switch rail in the forward direction, and there is no switch rail in the return direction at the crossing terminal station;

[0052] Figure 4 It is a schematic diagram of a redundant train off-line path in an embodiment of the present invention, in which there is a switch rail in a crossing, there is no switch rail in the forward direction, and there is a switch rail in the return direction of the crossing terminal station;

[0053] Figure 5 This is a schematic diagram of a redundant train off-line path in a crossing without a switch rail in an embodiment of the present invention;

[0054] Figure 6 A schematic diagram of a peripheral train running path in which the next physical platform is a station in a changed route according to an embodiment of the present invention;

[0055] Figure 7A schematic diagram of a peripheral train running path in which the next physical platform is a changed outer station of the route and is between running sections according to an embodiment of the present invention;

[0056] Figure 8 It is a schematic diagram of the running path of a peripheral train in which the next physical platform is a changed off-route station and the train stops at the platform in an embodiment of the present invention. DETAILED DESCRIPTION

[0057] The present invention is further described below in conjunction with the accompanying drawings and embodiments.

[0058] Example:

[0059] The operation route of urban rail transit refers to the fixed turnover section where the train undertakes the transportation task, that is, the line section where the train runs back and forth between the starting station and the terminal turnaround station. In the event of emergencies such as line failures, large passenger congestion, and equipment failure affecting driving, the operation of the train in the operation route will be affected and the turnaround work cannot be completed as planned. Changing the operation route can avoid the impact of emergencies while maintaining the normal operation of the train, which is the main train dispatching method for dealing with emergencies.

[0060] The running routes can be divided into many types according to the line conditions, including single routes, large and small routes, and circular routes. Among them, large and small routes refer to the long and short sections of the rail transit running lines. The turning position of the large route is at the end of the line, while the small route trains turn back at the specified intermediate stations. There are trains that run the entire route and trains that only run within a section. Large and small routes are suitable for lines with uneven passenger flow distribution. They can meet the transportation capacity requirements of large passenger flow sections with a limited number of trains and improve the efficiency of train use. They are one of the most widely used running route types.

[0061] However, large and small routes also have the problem of complex train operation conditions. When there are emergencies in the operation of large and small routes and line interruptions occur, and route changes are required, if the corresponding route change plan is still set manually, efficiency and accuracy cannot be guaranteed, affecting the operation of the train.

[0062] Therefore, based on this, this embodiment proposes an urban rail transit dispatching method based on intelligent change of train routes, such as Figure 1 As shown, including:

[0063] Identify fault information and trigger train route changes based on the identified situation;

[0064] Determine the line interruption location based on the fault information, retrieve the corresponding line layout, and generate the changed operation route information;

[0065] According to the changed route information, the number of trains and the interval time in the route are obtained, and the redundant trains in the route and the peripheral trains outside the route are identified in combination with the line train positions;

[0066] Generate the offline routes of redundant trains and the operating routes of peripheral trains, and control the operation of corresponding trains in combination with the changed operating route information.

[0067] The urban rail transit signal system is a key system equipment to ensure the safety of train operation, realize train command and train operation modernization. It is mainly composed of train command and train operation control equipment, and is equipped with fault monitoring and alarm equipment. These devices can monitor the running status of the train and the status of the track equipment in real time, and once an abnormal situation is found, a fault alarm signal will be triggered.

[0068] Therefore, when a fault condition such as a power failure in the contact network occurs, a corresponding fault alarm signal can be issued based on the corresponding fault monitoring and alarm equipment, and the corresponding fault information can be uploaded to the dispatching center.

[0069] According to the fault monitoring and alarm equipment and fault information of the uploaded fault alarm signal, the line interruption position where the fault occurs can be accurately located, and based on the line where the line interruption position is located, the corresponding line layout can be retrieved to provide data basis for subsequent change of route selection.

[0070] Among them, select Change Route to generate the changed operation route information, including:

[0071] Determine the fault type based on the fault information, and obtain the fault impact range based on the fault type;

[0072] Retrieve the corresponding line layout and select the routes with the ability to turn back based on the line interruption location and the scope of fault impact;

[0073] The changed operation route information is generated based on the filtered routes.

[0074] The purpose of changing the running route is to avoid the line interruption location and maintain the continued operation of the train. However, when a fault occurs and causes the line to be interrupted, the line sections affected will be different depending on the type of fault, and the line sections affected by the fault will lose the ability to carry trains.

[0075] Among them, it is necessary to determine the impact of the fault type on train operation, passenger travel and system safety based on the determined fault type, and determine the scope of the fault impact.

[0076] When the operating routes to be changed are screened locally according to the corresponding lines, it is necessary to exclude some lines that will be affected by the fault and cannot meet the train's reversal needs according to the fault type, and then screen out other routes with reversal capabilities as the changed operating routes.

[0077] As a result, there is no need for human participation in decision-making for route changes. The optimal online train route change plan can be automatically calculated based on the location of the fault point and the line return station information, shortening the decision-making time and ensuring the efficiency of the formulation of route change plans, so as to minimize the impact of faults on operations, improve transportation efficiency, avoid empty train running, reduce energy consumption and equipment wear, and thus reduce operating costs.

[0078] When selecting the changed operating route, a maximum of two routes and one interval time can be set.

[0079] After selecting the changed operation route, the changed operation route information can be generated according to the trains in the changed operation route, trains outside the route, route paths, and route operation cycles. The generated changed operation route information is displayed in the dispatching center through the changed operation route window for the dispatching personnel to confirm.

[0080] After the route is changed, the changed route may accommodate more trains than the planned schedule. Too many trains may cause a mismatch between the trains in the route and the passenger flow demand, affecting the operating efficiency of the trains. Therefore, it is necessary to identify the excess trains for corresponding offline adjustments.

[0081] Among them, for the identification of redundant trains, the steps of obtaining the number of trains and the interval time in the route according to the changed operation route information, and identifying the redundant trains in the route in combination with the line train positions include:

[0082] Determine the changed running route according to the changed running route information, obtain the number of trains corresponding to the running route before the change, and the planned number of trains and the corresponding departure interval of the running route after the change;

[0083] Predict the number of trains on the changed routes based on the departure interval and the number of trains, and compare the predicted number of trains with the planned number of trains;

[0084] When the predicted number of trains exceeds the planned number of trains, the operating characteristics of each train in the corresponding running route before and after the change are obtained, and the redundant trains in the route are screened out according to the operating characteristics.

[0085] Among them, the planned number of trains for the changed operating route can be obtained by calling the corresponding train operation plan. The train operation plan will be set with information such as the departure time, arrival time and operating interval of each train in the operating route. Based on the corresponding operating interval, the planned number of trains that can run simultaneously in the changed operating route under its carrying capacity can be obtained.

[0086] The number of trains on the corresponding operating route before the change can be confirmed based on the number of online trains on the corresponding operating route before the change. These online trains will be included in the operation of the corresponding operating route after the change, so as to maintain its operation in the event of a fault and avoid situations such as train suspension that affect the operating efficiency of the urban rail transit system.

[0087] For the changed operating route, based on the number of trains in the corresponding operating route before the change and the departure interval of the changed operating route, the maximum number of trains running simultaneously in the changed operating route can be predicted and compared with the planned number of trains. If it exceeds the planned number of trains, it can be determined that the current number of trains is too large and does not match the passenger flow demand, which will affect the operating efficiency of the corresponding operating route.

[0088] Therefore, the operating characteristics of each train are obtained, such as the degree of matching with passenger flow demand, running time, punctuality rate, etc., to filter out redundant trains.

[0089] Taking the matching degree between the operation characteristics and the passenger flow demand as an example, some trains with the lowest full load rate among all trains can be screened as redundant trains.

[0090] In addition, for the trains planned to pass through the original route, considering the different departure times and locations of the trains, there may be trains that have not yet reached the changed route and may not be able to arrive at the changed route smoothly due to the fault.

[0091] Therefore, the number of trains and interval time in the route are obtained according to the changed route information, and the peripheral trains outside the route are identified in combination with the line train positions, including:

[0092] According to the changed operation route information, the path range of the operation exchange after the change is obtained;

[0093] The line train positions are matched with the path range of the changed operation exchanges, and the trains whose line train positions are not within the path range of the changed operation exchanges are peripheral trains.

[0094] When identifying peripheral trains, the identification object should be the on-line train in the running route before the change.

[0095] For the identified redundant trains and peripheral trains, different processing methods are set according to the specific operating scenarios they face.

[0096] Specifically, the generating of the offline path of the redundant trains includes:

[0097] Identify the switching rail situation within the changed route;

[0098] When it is identified that there is a switch rail in the changed route, the switch rail conditions in the forward direction of the train and the return direction of the route terminal are identified, and the de-line path of the redundant train is generated based on the identification of the corresponding switch rail, and the redundant train is de-lined via the corresponding switch rail;

[0099] When it is identified that there is no transfer track in the changed route, the redundant trains are not set off the line, and the redundant trains are controlled to run in the changed route.

[0100] Taking into account the different positions of online trains during operation and the different adjustment conditions they face, corresponding operation adjustment plans are formulated according to the different scenarios faced by online trains to ensure the operating efficiency of the rail transit system after the operating route is changed.

[0101] When formulating the offline route, the redundant trains need to rely on the switch rails to adjust their running direction in order to switch the running line. However, as the position of the trains changes during operation, the switch rails have different relative positions to the trains on their running paths. Different running controls are required for the trains at different positions of the switch rails.

[0102] First, it is necessary to identify whether there is a transfer track in the changed operating route. If there is a transfer track in the route, the relative position between the transfer track and the train can be determined based on the conditions of the transfer track in the forward direction of the train and the return direction of the route terminal, and then the corresponding offline path can be formulated.

[0103] Specifically, the switching rail conditions in the forward direction of the train and the return direction of the crossing terminal are identified, and the off-line paths of the redundant trains are generated based on the identification conditions of the corresponding switching rails, including:

[0104] When there is a transfer track in the forward direction, the excess trains will enter the corresponding transfer track after clearing passengers at the station where the transfer track is located;

[0105] When there is no transfer track in the forward direction and no transfer track in the reversing direction at the terminal station of the route, the excess trains will run to the terminal station to clear passengers and reversing, and then run to the corresponding transfer track of the changed route in an empty state;

[0106] When there is no transfer track in the forward direction and there is a transfer track in the reversing direction at the terminus of the route, the excess trains shall run to the terminus to clear passengers and turn back, and then run with empty trains to the corresponding transfer track in the reversing direction at the terminus of the route.

[0107] Taking the large and small routes composed of platforms A, B, C, D, E, F, G and H, there is a line interruption between platform D and platform C, and the small routes corresponding to platforms A and B and the small routes corresponding to platforms E, F, G and H are selected as the changed operating routes, and the transfer track is set between platform E and platform F as an example.

[0108] When the running route after the change is a small route corresponding to platform E, platform F, platform G and platform H, it can be determined that there are transfer tracks in the route after the change, and then the transfer track conditions in the forward direction of the train and the return direction of the route terminal station can be identified.

[0109] like Figure 2 As shown, if there is a transfer track in the upward direction of the train, it proves that the train is in the running section between platform H and platform F at this time. It runs from platform H to platform F and can directly enter the transfer track via platform F to carry out the train offline processing.

[0110] And because the train's offline processing requires the train to be maintained in an empty state, the passengers are cleared out at the corresponding station of platform F according to its operating conditions, and then the train is controlled to enter the transfer track in an empty state.

[0111] like Figure 3 As shown in the figure, if there is no transfer track in the forward direction of the train and no transfer track in the direction of the turnaround at the terminal station, it means that the train has passed platform F and is running on the running section between platform F and platform E. Even if it turns back at platform E, there is no transfer track in the direction of its turnaround. At this time, it is necessary to control the train to complete the passenger clearance process at platform E, turn back in an empty state, run to platform H, perform the turnaround operation again, and drive into the transfer track between platform E and platform F.

[0112] like Figure 4 As shown, if there is no transfer track in the forward direction of the train and there is a transfer track in the turning direction at the terminal station, it proves that the train is running between platform E and platform H at this time, and is heading from platform E to platform H. At this time, after completing the passenger clearance process at platform H and turning back at the station, the train can enter the transfer track between platform E and platform F in an empty state.

[0113] When the changed running route is a small route corresponding to platform A and platform B, it can be determined that there is no transfer track in the changed route. Due to the lack of transfer tracks required for off-line operation, no extra trains are set to go off-line, and they are controlled to run in the small route corresponding to platform A and platform B. Figure 5 shown.

[0114] For peripheral trains, the positional relationship between the peripheral trains and the changed running route can be determined according to the position of the next physical platform, and then it can be determined whether the peripheral trains will be affected by the running route change, so as to set a specific running control plan. Specifically, the generating of the running route of the peripheral trains includes:

[0115] Obtain the next physical platform of the peripheral train, and match the next physical platform of the peripheral train with the station in the changed running route;

[0116] Setting the running path of the peripheral train according to the matching result of the next physical platform of the peripheral train;

[0117] When the next physical platform of the peripheral train is a station within the changed operation route, the peripheral train running in the changed operation route will be included in the changed operation route;

[0118] When the next physical platform of the peripheral train is a station outside the changed running route, the peripheral train will be detained.

[0119] Taking the large and small routes formed by platforms A, B, C, D, E, F, G and H as an example, there is a line interruption between platform C and platform D, and the small routes corresponding to platforms A and B and the small routes corresponding to platforms E, F, G and H are selected as the running routes after the change.

[0120] When the next physical platform of the peripheral train is a station within the changed route, it proves that it is in the operating section between platform D and platform E, and is traveling from platform D to platform E. Figure 6 As shown. Since the next physical platform is platform E, after arriving at platform E, it can directly run along the line of the corresponding small route without passing other platforms affected by the fault. Therefore, it can be directly included in the changed operation route.

[0121] When the next physical platform of the peripheral train is a station outside the changed running route, Figure 7 As shown in the figure, since there is a line interruption between Platform D and Platform C, it can be proved that the train is in the running section between Platform C and Platform D, and is traveling from Platform C to Platform D. The train will pass through Platform D affected by the fault in the subsequent running process. Therefore, after it runs to Platform D, the train is detained at Platform D to prevent it from entering the changed running route and affecting the normal operation of other trains.

[0122] When the next physical platform of the peripheral train is a station outside the changed running route, in addition to being in the running section between platform C and platform D and traveling from platform C to platform D, there is also a situation where the train has already stopped at platform D, such as Figure 8As shown, the train can be detained directly at platform D to prevent it from entering the changed route and affecting the normal operation of other trains.

[0123] The generating of the off-line paths of the redundant trains and the running paths of the peripheral trains, and controlling the running of the corresponding trains in combination with the changed running route information, further includes:

[0124] After executing the running route change, the corresponding trains are controlled to run at equal intervals according to the changed running route information and interval time.

[0125] After confirming and executing the change in train route, it is necessary to automatically control the equal-interval operation of trains based on the set change route information and interval time to ensure the operating efficiency within the changed route.

[0126] The generating of the off-line paths of the redundant trains and the running paths of the peripheral trains, and controlling the running of the corresponding trains in combination with the changed running route information, further includes:

[0127] Set corresponding dispatching commands according to the changed operation route information, the offline routes of redundant trains and the operation routes of peripheral trains;

[0128] Set the command issuing object according to the train type corresponding to the dispatching command, issue the dispatching command to the corresponding command issuing object, and control the operation of the corresponding train.

[0129] Considering that there are different processing solutions for trains depending on their location and specific types, and the operation objects for executing the processing solutions are also inconsistent, after the corresponding dispatching commands are formulated, they need to be issued separately according to the needs.

[0130] For trains running normally on the changed route, dispatching orders need to be issued to all stations on the corresponding main line and all train controllers on the main line.

[0131] For trains that need to be taken offline, the dispatching order needs to be sent to all stations on the corresponding main line and all train controllers on the main line at the same time as it is sent to the yard where the corresponding train is located.

[0132] The above-described embodiment is only a preferred solution of the present invention and does not limit the present invention in any form. There are other variations and modifications without exceeding the technical solution described in the claims.

Claims

1. An urban rail transit dispatching method based on intelligent train route change, characterized in that: include: Identify fault information and trigger train route changes based on the identified situation; Determine the line interruption location based on the fault information, retrieve the corresponding line layout, and generate the changed operation route information; According to the changed route information, the number of trains and the interval time in the route are obtained, and the redundant trains in the route and the peripheral trains outside the route are identified in combination with the line train positions; Generate the offline routes of redundant trains and the operating routes of peripheral trains, and control the operation of corresponding trains in combination with the changed operating route information.

2. The urban rail transit dispatching method based on intelligent train route change according to claim 1 is characterized in that: The generating of the offline paths of the redundant trains and the running paths of the peripheral trains includes: Identify the switching rail situation within the changed route; When it is identified that there is a switch rail in the changed route, the switch rail conditions in the forward direction of the train and the return direction of the route terminal are identified, and the de-line path of the redundant train is generated based on the identification of the corresponding switch rail, and the redundant train is de-lined via the corresponding switch rail; When it is identified that there is no transfer track in the changed route, the redundant trains are not set off the line, and the redundant trains are controlled to run in the changed route.

3. The urban rail transit dispatching method based on intelligent train route change according to claim 2 is characterized in that: The method of identifying the switching rail conditions in the forward direction of the train and the return direction of the crossing terminal station, and generating the offline path of the redundant train based on the identification conditions of the corresponding switching rails, includes: When there is a transfer track in the forward direction, the excess trains will enter the corresponding transfer track after clearing passengers at the station where the transfer track is located; When there is no transfer track in the forward direction and no transfer track in the reversing direction at the terminal station of the route, the excess trains will run to the terminal station to clear passengers and reversing, and then run to the corresponding transfer track of the changed route in an empty state; When there is no transfer track in the forward direction and there is a transfer track in the reversing direction at the terminus of the route, the excess trains shall run to the terminus to clear passengers and turn back, and then run with empty trains to the corresponding transfer track in the reversing direction at the terminus of the route.

4. The urban rail transit dispatching method based on intelligent train route change according to claim 1 is characterized in that: The step of generating the offline paths of the redundant trains and the running paths of the peripheral trains further includes: Obtain the next physical platform of the peripheral train, and match the next physical platform of the peripheral train with the station in the changed running route; The running path of the peripheral train is set according to the matching result of the next physical platform of the peripheral train.

5. The urban rail transit dispatching method based on intelligent train route change according to claim 4 is characterized in that: The step of setting the running path of the peripheral train according to the matching result of the next physical platform of the peripheral train comprises: When the next physical platform of the peripheral train is a station within the changed operation route, the peripheral train running in the changed operation route will be included in the changed operation route; When the next physical platform of the peripheral train is a station outside the changed running route, the peripheral train will be detained.

6. The urban rail transit dispatching method based on intelligent train route change according to claim 1 is characterized in that: The determining of the line interruption location based on the fault information, retrieving the corresponding line layout, and generating the changed operation route information includes: Determine the fault type based on the fault information, and obtain the fault impact range based on the fault type; Retrieve the corresponding line layout and select the routes with the ability to turn back based on the line interruption location and fault impact range; The changed operation route information is generated based on the filtered routes.

7. The urban rail transit dispatching method based on intelligent train route change according to claim 1 is characterized in that: The method of obtaining the number of trains and the interval time in the route according to the changed route information, and identifying the redundant trains in the route and the peripheral trains outside the route in combination with the line train positions, includes: Determine the changed running route according to the changed running route information, obtain the number of trains corresponding to the running route before the change, and the planned number of trains and the corresponding departure interval of the running route after the change; Predict the number of trains on the changed routes based on the departure interval and the number of trains, and compare the predicted number of trains with the planned number of trains; When the predicted number of trains exceeds the planned number of trains, the operating characteristics of each train in the corresponding running route before and after the change are obtained, and the redundant trains in the route are screened out according to the operating characteristics.

8. The urban rail transit dispatching method based on intelligent train route change according to claim 1 is characterized in that: The method of obtaining the number of trains and the interval time in the route according to the changed route information, and identifying the redundant trains in the route and the peripheral trains outside the route in combination with the line train positions, includes: According to the changed operation route information, the path range of the changed operation route is obtained; The line train position is matched with the path range of the changed running route, and the trains whose line train positions are not within the path range of the changed running route are peripheral trains.

9. The urban rail transit dispatching method based on intelligent train route change according to claim 1 is characterized in that: The generating of the off-line paths of the redundant trains and the running paths of the peripheral trains, and controlling the running of the corresponding trains in combination with the changed running route information, further includes: After executing the running route change, the corresponding trains are controlled to run at equal intervals according to the changed running route information and interval time.

10. The urban rail transit dispatching method based on intelligent train route change according to claim 1, characterized in that: The generating of the off-line paths of the redundant trains and the running paths of the peripheral trains, and controlling the running of the corresponding trains in combination with the changed running route information, further includes: Set corresponding dispatching commands according to the changed operation route information, the offline routes of redundant trains and the operation routes of peripheral trains; Set the command issuing object according to the train type corresponding to the dispatching command, issue the dispatching command to the corresponding command issuing object, and control the operation of the corresponding train.

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