Regional centralized multi-mode train management method, equipment and medium

Abstract

The invention relates to a regional centralized multi-mode train management method and device and a medium, and the method comprises the steps: S1, carrying out the offline analysis of a line map, and describing all train passable regions through employing three types of line resources, which are track resources, turnout resources and affiliated section resources; the external system applies for line resources from the RMU; s2, the RMU processes the external system application in the step S1; s3, the RMU judges whether a conflict exists between the currently applied resource and the allocated resource according to the resource applied in the step S2 and the allocated resource state maintained by the RMU, if the conflict exists, the RMU rejects the application, and if the conflict does not exist, the RMU allocates the resource in the resource application and updates the resource to the allocated resource information; and S4, after the application subject uses the applied resources, the resources are released. Compared with the prior art, the method has the advantages that the train tracking turn-back efficiency in the normal mode is improved, and the like.

Description

Technical Field

[0001] The present invention relates to a rail transit signal system, and in particular to a regional centralized multi-mode train management method, equipment and medium based on line resources. Background Art

[0002] Traditional CBTC signal systems generally adopt a centralized control method of regional controller + interlocking when managing track resources and train movement authorization. This system takes into account both the high efficiency under CBTC and the high reliability under the condition of train or regional controller degradation. At the same time, it also has the disadvantages of numerous equipment and complex architecture. On the one hand, in order to synchronize the two regional control centers of regional controller and interlocking, part of the system performance is inevitably sacrificed. On the other hand, in order to achieve a smooth transition from CBTC mode to backup mode, the management of track sections is compatible with the interlocking route, sacrificing part of the flexibility and efficiency of track resource management. Therefore, in recent years, major signal manufacturers have invested in the research of distributed or semi-distributed signal systems, that is, using direct communication between trains to reduce the additional delay caused by the interaction between regional controllers, interlocking and onboard in traditional CBTC, and by further subdividing track resources, the application and release of track resources by onboard instead of ATS can be further improved. However, this signal system based on vehicle-to-vehicle communication cannot completely cancel the resource management unit on the trackside (similar to the role of the regional controller and interlocking in traditional CBTC) in order to complete the arbitration of track resource conflicts. On the other hand, the resource management unit function it retains is greatly simplified compared to the combination of ZC and interlocking in traditional CBTC, and it cannot achieve complete interlocking functions after the train is downgraded. If the resource management unit on the trackside is restarted, it will be more troublesome to recover, and there is a lack of sufficient redundancy in system downgrade management. At the same time, the changes in the system architecture and interface of the signal system based on vehicle-to-vehicle communication make it incompatible with traditional CBTC, which is not conducive to its response to the market environment with more and more segmented transformation projects.

[0003] After searching the Chinese patent publication number CN117416387A, a method and system for compatibility between resource routes and interlocking routes is specifically disclosed, and its compatible system is specifically disclosed to be provided with an interlocking module and a resource module at the same time; the resource module receives the route command of the ATS and the resource instruction of the on-board controller, and outputs a command to the interlocking module according to the received route command and resource instruction; the resource module is responsible for judging whether the turnout or side defense resource is in a hostile occupation state; if it is not in a hostile occupation state, the turnout and side defense resources are occupied; after completing the occupation of the turnout resource according to the on-board instruction, the turnout locking command is output to the interlocking module; after completing the acquisition of driving resources and the occupation of the turnout and side defense resources according to the ATS route command, the resource module outputs the route locking command to the interlocking module, and the interlocking module completes the locking of the route. However, the existing technology is used for the integrated technology of train control interlocking and the vehicle-to-vehicle communication technology in improving the system operation efficiency, but often does not fully consider its processing efficiency when the system is downgraded and its compatibility with the existing CBTC system. Summary of the invention

[0004] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and provide a regional centralized multi-mode train management method, equipment and medium based on line resources, thereby improving the train tracking and reversing efficiency under normal mode.

[0005] The purpose of the present invention can be achieved by the following technical solutions:

[0006] According to a first aspect of the present invention, a regional centralized multi-mode train management method is provided. The method is implemented based on a regional resource management unit RMU, and the method comprises the following steps:

[0007] Step S1, offline analysis of the line map, describing all train-accessible areas using three types of line resources, where the three types of line resources are track resources, turnout resources, and subsidiary section resources; the external system applies to the RMU for line resources;

[0008] Step S2, RMU processes the external system application of step S1;

[0009] Step S3, the RMU determines whether the currently applied resources conflict with the allocated resources based on the resources applied for in step S2 and the allocated resource status maintained by the RMU. If there is a conflict, the RMU rejects the application. If there is no conflict, the RMU allocates the resources in the resource application and updates them to the allocated resource information.

[0010] Step S4: After the applicant has used up the resources it has applied for, the applicant releases the resources.

[0011] As a preferred technical solution, the subsidiary section resources in step S1 are areas that require additional protection when the train passes on the track.

[0012] As a preferred technical solution, in step S1, the legal instruction of the external system to apply for line resources from the RMU includes:

[0013] Type 1: route handling instructions of the dispatching system ATS;

[0014] Type 2: Resource group request instruction of the vehicle controller;

[0015] Type 3: ATS control instructions;

[0016] Type 4: Resource application instruction of adjacent RMU or route processing request instruction of adjacent interlocking.

[0017] As a preferred technical solution, in step S2, the specific processing process of the RMU for the type 1 external resource application is as follows:

[0018] RMU queries the corresponding route R1 according to the signal ID information in the ATS route handling instruction, and calculates the track section resources BlockGroup1 and turnout resources PointGroup1 included in the route. At the same time, it calculates the first train T1 upstream of the route according to the train automatic protection information. If the train running direction is the same as the route direction, and the train's minimum head positioning has not passed the beginning of the route, the RMU calculates the subject of resource application as route R1 and train T1, and the resources applied for are BlockGroup1 and PointGroup1, as well as the turnout side impact protection area AdditionalBlockGroup1 in PointGroup1.

[0019] As a preferred technical solution, in step S2, the specific processing process of the RMU for the type 2 external resource application is as follows:

[0020] RMU records the onboard controller that sends the resource application as T2, and records the track resources BlockGroup2, turnout resources PointGroup2 and auxiliary track section resources AdditionalBlockGroup1 in the resource application sent by the onboard controller. At the same time, it calculates the first train T1 upstream of the approach based on the train automatic protection information. If the train running direction is the same as the approach direction, and the train's minimum head positioning has not passed the beginning of the approach, then RMU calculates the subject of the resource application as approach R2 and train T2, and the resources applied for are BlockGroup2 and PointGroup2, as well as the turnout side impact protection area in PointGroup2.

[0021] As a preferred technical solution, in step S2, the specific processing process of the RMU for the type three external resource application is as follows:

[0022] RMU converts the blocked section and turnout resources requested by ATS, or the single-locked turnout resources requested, into RMU general resource requests, where the applicant is ATS and the resource list requested is the section or turnout object for the requested operation.

[0023] As a preferred technical solution, in step S2, the specific processing process of the RMU for the type 4 external resource application is as follows:

[0024] RMU directly maps the resource application of the adjacent RMU into the internal resource application of RMU. RMU converts the route processing request sent by the adjacent interlocking into RMU general resource request according to the static configuration data and the train information sent by the adjacent ZC. The subject of the application is the train under the jurisdiction of the adjacent ZC, and the resources applied for are the sections and switches locked by the adjacent interlocking request.

[0025] As a preferred technical solution, in step S4, the request to release resources includes:

[0026] 401)RMU is automatically released according to the train continuation protection information it maintains;

[0027] 402) RMU is automatically released based on the fusion information of the secondary detection equipment and the train continuation protection;

[0028] 403) RMU releases according to the active resource release request sent by the vehicle controller;

[0029] 404)RMU is released according to the instruction of ATS;

[0030] 405) The RMU is released according to the instruction of the adjacent RMU or interlock.

[0031] As a preferred technical solution, the method further includes:

[0032] If the status of the applicant changes during the use of resources, the RMU will switch the release method of train resources to sequential release according to the migration of automatic train protection on track resources based on the automatic train protection information it maintains.

[0033] As a preferred technical solution, after the RMU switches the resource release mode to "release in sequence according to the migration of train automatic protection on track resources", it prohibits the release of track section resources within a set time to ensure that the train has occupied the downstream resources of the resources to be released.

[0034] According to a second aspect of the present invention, there is provided an electronic device, comprising a memory and a processor, wherein a computer program is stored in the memory, and the method described above is implemented when the processor executes the program.

[0035] According to a third aspect of the present invention, there is provided a computer-readable storage medium having a computer program stored thereon, wherein the program implements the method described above when executed by a processor.

[0036] Compared with the prior art, the present invention has the following advantages:

[0037] 1) The present invention improves the train tracking and reversing efficiency in normal mode to be no less than that of the CBTC solution process of vehicle-to-vehicle communication by subdividing track resources and integrating the regional control logic of ZC and interlocking in traditional CBTC;

[0038] 2) The present invention performs unified resource application and resource release for communication trains and downgraded trains, while avoiding potential safety risks when switching resource management modes during train downgrade, and provides downgrade mode management efficiency that exceeds that of traditional CBTC on the basis of simplifying the system architecture;

[0039] 3) The present invention performs hierarchical abstraction on the trackside area resource management unit, processes external interfaces of different standards into a unified internal interface, and then inputs it into the core resource management module to be compatible with CBTC systems of different standards and flexibly support CBTC signal system projects that require segmented transformation. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 is a specific flow chart of an embodiment of the present invention;

[0041] Figure 2 A schematic diagram of the RMU of the present invention matching route information and train information according to the signal machine ID information in the route handling instruction of the dispatching system (ATS) and converting it into a general resource request of the RMU;

[0042] Figure 3 A schematic diagram of an RMU processing a resource application instruction sent by an onboard controller according to an embodiment of the present invention, and a general resource request of the RMU based on the onboard controller information sending the request and the resource information applied for;

[0043] Figure 4 A schematic diagram of the RMU converting the blocked section and turnout resources applied for by the ATS or the turnout resources requested for single lock into the RMU general resource request according to the embodiment of the present invention;

[0044] Figure 5 A schematic diagram of the RMU of an embodiment of the present invention converting adjacent ZC train information and adjacent interlocking route requests of a traditional CBTC boundary into RMU general resource requests;

[0045] Figure 6 It is a schematic diagram of prohibiting the release of track segment resources within a specific time according to an embodiment of the present invention. DETAILED DESCRIPTION

[0046] 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.

[0047] The present invention improves the train tracking and reversing efficiency in normal mode to be no less than that of the CBTC solution of vehicle-to-vehicle communication by subdividing track resources and integrating the regional control logic of ZC and interlocking in traditional CBTC; provides backup and downgraded train management efficiency that exceeds that of traditional CBTC through a train sequence management method based on train continuation protection and a track requisition and release strategy based on refined line resources; and ensures compatibility with traditional CBTC through a universal interface architecture design to support segmented reconstruction projects.

[0048] The present invention is based on a design scheme of a CBTC signal system region resource management unit (RMU) with refined line resource division and centralized control strategy, which can achieve:

[0049] 1. Efficient control of normal mode trains;

[0050] 2. Safe and smooth transition of control rights between normal trains and downgraded trains;

[0051] 3. Efficient maintenance of downgraded trains;

[0052] 4. An interface fully compatible with traditional CBTC.

[0053] The regional centralized multi-mode train management method based on line resources of the present invention specifically includes:

[0054] Step S1, offline analysis of the line map, all train passable areas are described using three types of resources: track resources, turnout resources, and ancillary section resources, where the ancillary section resources are areas that require additional protection when the train passes on the track, such as the side impact protection area associated with the turnout; before entering the passable area, the train must apply for the right to use the corresponding line resources before entering the corresponding area. RMU manages the external system's application for the use of line resources through RMU general resource requests, and the RMU general resource requests contain the following information:

[0055] 1. The applicant: who holds / uses the line resources;

[0056] 2. List of resources to be applied for: which sections, turnouts or subsidiary section resources need to be applied for;

[0057] The external system adopts a hierarchical processing mode for resource applications. External legal resource applications can come from:

[0058] 1. Type 1: route handling instructions of the dispatching system (ATS), including the route start and end signal ID or the start signal ID and the first reverse signal ID, but not train ID information. This instruction is compatible with the route handling instructions of traditional CBTC;

[0059] 2. Type 2: Resource group application instruction of the onboard controller. The onboard controller sends a line resource application to the RMU according to the task to be completed. The line resource application includes train ID information and track section resources and turnout resources (including turnout position) to be used. This instruction is compatible with the vehicle-to-vehicle communication interface.

[0060] 3. Type 3: ATS control command, i.e. ATS operation track section blocking / unblocking, single lock / unlock of turnout, which is compatible with the route handling command of traditional CBTC;

[0061] 4. Type 4: Resource application instructions of adjacent RMUs or route processing requests of adjacent interlockings, realizing the interface between RMUs and adjacent RMUs, as well as interconnection with traditional CBTC lines, and supporting the segmented transformation of traditional CBTC signaling system projects.

[0062] Step S2-1, RMU processes the type 1 external resource application defined in step S1: RMU queries the corresponding route (recorded as R1) according to the signal ID information in the route handling instruction of the dispatching system (ATS), and calculates the track section resources (recorded as BlockGroup1) and turnout resources (recorded as PointGroup1) contained in the route, and calculates the first train upstream of the route (recorded as T1) according to the train automatic protection information. If the train running direction is the same as the route direction, and the minimum head positioning of the train has not passed the beginning of the route, then the subject of the resource application calculated by RMU is route R1 and train T1, and the resources applied are BlockGroup1 (track resources) and PointGroup1 (turnout resources), as well as the turnout side impact protection area (subsidiary track resources, recorded as AdditionalBlockGroup1) in PointGroup1;

[0063] Step S2-2, RMU processes the type 2 external resource application defined in step S1: RMU records the onboard controller that sends the resource application as T2, and records the track resources (recorded as BlockGroup2), turnout resources (recorded as PointGroup2) and subsidiary track section resources (recorded as AdditionalBlockGroup2) in the resource application sent by the onboard controller, and calculates the first train upstream of the route (recorded as T1) according to the train automatic protection information. If the train running direction is the same as the route direction, and the train's minimum head positioning has not passed the beginning of the route, then RMU calculates that the subject of the resource application is route R2 and train T2, and the resources applied for are BlockGroup2 (track resources) and PointGroup2 (turnout resources), as well as the turnout side impact protection area (subsidiary track resources) in PointGroup2;

[0064] Step S2-3, RMU processes the type 3 external resource application defined in step S1, and RMU converts the blocked section and turnout resources applied by ATS, or the turnout resources requested for single lock, into RMU general resource request, the subject of the application is ATS, and the resource list of the application is the section or turnout object of the application operation;

[0065] Step S2-4, RMU processes the type 4 external resource application defined in step S1. RMU directly maps the resource application of the adjacent RMU to the internal resource application of RMU. RMU converts the route processing request sent by the adjacent interlocking into an RMU general resource request according to the static configuration data and the train information sent by the adjacent ZC. The subject of the application is the train in the adjacent ZC, and the resources applied for are the sections and switches locked by the adjacent interlocking request.

[0066] Step S3: RMU determines whether the currently applied resources conflict with the allocated resources based on the resources applied in step S2 and the status of the allocated resources maintained by RMU. If there is a conflict, RMU rejects the application. If there is no conflict, RMU updates the resources in the resource application to the allocated resource information.

[0067] Step S4: After the applicant has used up the resources it has applied for, it needs to release the resources. The request to release the resources may come from:

[0068] 1. The RMU automatically releases the train continuation protection information it maintains, and applies for the route in step S2-1 where the resources are handled by the ATS (type 1), and the onboard controller maintains normal communication with the RMU;

[0069] 2. The RMU is automatically released according to the fusion information of the secondary detection equipment and the train continuation protection, corresponding to the scenario in which the resources in step S2-1 are applied for by the route handled by the ATS (type one), and the on-board controller fails or the communication with the RMU is abnormal;

[0070] 3. The RMU releases the resources according to the active resource release request sent by the vehicle controller, corresponding to the situation in step S2-2 where the vehicle controller directly applies for line resources according to the task (type 2);

[0071] 4. RMU releases according to the instruction of ATS: This corresponds to the situation in step S2-3 where the resources are applied for line resources by the ATS control command (type three);

[0072] 5. The RMU releases according to the instruction of the adjacent RMU or interlock: the resources requested by the route handling request (type 4) directly sent by the adjacent RMU or the adjacent interlock in step S2-4;

[0073] Step S5: The status of the applicant changes during the use of resources, and the resource holding and release methods need to be switched. For example, after a communication train has applied for corresponding line resources, it is downgraded or communication with the RMU is interrupted. The RMU cannot release resources based on the train's active request, nor can it infer that the resources allocated to the train are no longer needed based on the train's precise and safe positioning management. At this time, the RMU will switch the train resource release method based on the train automatic protection information it maintains to release them sequentially according to the migration of the train automatic protection on the track resources.

[0074] Step S6: After the RMU switches the resource release mode to "release in sequence according to the migration of train automatic protection on track resources", it should prohibit the release of track section resources within a specific time to ensure that the train has occupied the downstream resources of the resources to be released, thereby avoiding the release of track resources that the train is actually about to enter. Specific embodiments

[0076] first, Figure 2 , Figure 3 , Figure 4 and Figure 5 , respectively, the way RMU handles four possible sources of line resource applications. On this basis, refer to Figure 1 The steps shown in the figure introduce the application process of various line resources as follows:

[0077] Step A: Analyze the line map offline and abstract the line into three types of resources: track, turnout, and auxiliary section. When the system is running online, the train can enter the corresponding area only after applying for the right to use the corresponding line resources. RMU manages the external system's application for the use of line resources through "RMU General Resource Request".

[0078] Step B-1, RMU matches route information and train information according to the signal ID information in the route handling instruction of the dispatching system (ATS) and converts it into RMU general resource request, such as Figure 2 As shown;

[0079] Step B-2, the RMU processes the resource request instruction sent by the vehicle controller, and sends a general resource request according to the vehicle controller information sending the request and the resource information requested, such as Figure 3 As shown;

[0080] Step B-3, RMU converts the ATS application for blocking the section, turnout resources, or the request for single lock turnout resources into RMU general resource requests, such as Figure 4 As shown;

[0081] Step B-4, RMU converts the adjacent ZC train information and adjacent interlocking route request of the traditional CBTC boundary into RMU general resource request, such as Figure 5 As shown;

[0082] The four external resource requests in steps C, B-1 / B-2 / B-3 / B-4 are all abstracted as "RMU general resource request" by the system interface middleware. The RMU core logic determines whether the currently applied resources conflict with the allocated resources based on the "RMU general resource request" and the status of the allocated resources maintained by the RMU. If there is no conflict, the RMU will allocate the resources to the applicant.

[0083] Step D-1, RMU automatically releases according to the train continuation protection information it maintains, corresponding to the scenario in step B-1 where the resource is applied for by the route handled by ATS and the on-board controller maintains normal communication with RMU;

[0084] Step D-2, RMU automatically releases according to the fusion information of the secondary detection equipment and the train continuation protection, corresponding to the scenario in step B-1 where the resource is applied for by the route handled by ATS and the on-board controller fails or the communication with RMU is abnormal;

[0085] Step D-3, RMU releases resources according to the active resource release request sent by the vehicle controller, corresponding to the situation in step B-2 where the vehicle controller directly applies for line resources according to the task;

[0086] Step D-4, RMU releases according to the instruction of ATS: corresponding to the situation in step B-3 where the resources are applied for line resources by the ATS control command;

[0087] Step D-5, the RMU releases according to the instruction of the adjacent RMU or interlock: the resources corresponding to the route handling request directly sent by the adjacent RMU or the adjacent interlock in step B-4;

[0088] Step E: When the status of the applicant changes during the process of using resources, the RMU switches the release mode of train resources according to the automatic train protection information it maintains, and releases them sequentially according to the migration of automatic train protection on track resources;

[0089] Step F: After switching the resource release mode to "release in sequence according to the migration of train automatic protection on track resources", the RMU prohibits the release of track section resources within a specific time to ensure that the train has occupied the downstream resources of the resources to be released and avoid releasing the track resources that the train is actually about to enter. Figure 6 As shown, when train T1 enters B3, train T2 may just leave B3. The RMU should prohibit T1 from releasing B3 after releasing B2 before detecting that B3 is occupied by train T1.

[0090] The above is an introduction to the method embodiment. The following is a further explanation of the scheme of the present invention through electronic equipment and storage medium embodiments.

[0091] The embodiment of the present invention also provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or computer program instructions loaded from a storage unit into a random access memory (RAM). In the RAM, various programs and data required for device operation can also be stored. The CPU, ROM, and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0092] Multiple components in the device are connected to the I / O interface, including: input units, such as keyboards, mice, etc.; output units, such as various types of displays, speakers, etc.; storage units, such as disks, optical disks, etc.; and communication units, such as network cards, modems, wireless communication transceivers, etc. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunication networks.

[0093] The processing unit performs the various methods and processes described above, such as the method of the present invention. For example, in some embodiments, the method of the present invention can be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program can be loaded and / or installed on the device via a ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the method of the present invention described above can be performed. Alternatively, in other embodiments, the CPU can be configured to perform the method of the present invention by any other appropriate means (e.g., by means of firmware).

[0094] The functions described above herein may be performed at least in part by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), and the like.

[0095] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. These program codes can be provided to a processor or controller of a general-purpose computer, a special-purpose computer or other programmable data processing device, so that the program code, when executed by the processor or controller, enables the functions / operations specified in the flow chart and / or block diagram to be implemented. The program code can be executed entirely on the machine, partially on the machine, partially on the machine as a stand-alone software package and partially on a remote machine, or entirely on a remote machine or server.

[0096] In the context of the present invention, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0097] 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 regional centralized multi-mode train management method, characterized in that: The method is implemented based on a regional resource management unit RMU, and the method comprises the following steps: Step S1, offline analysis of the line map, describing all train-accessible areas using three types of line resources, where the three types of line resources are track resources, turnout resources, and subsidiary section resources; the external system applies to the RMU for line resources; Step S2, RMU processes the external system application of step S1; Step S3, the RMU determines whether the currently applied resources conflict with the allocated resources based on the resources applied for in step S2 and the allocated resource status maintained by the RMU. If there is a conflict, the RMU rejects the application. If there is no conflict, the RMU allocates the resources in the resource application and updates them to the allocated resource information. Step S4: After the applicant has used up the resources it has applied for, the applicant releases the resources.

2. According to claim 1, a regional centralized multi-mode train management method is characterized in that: The subsidiary section resources in step S1 are areas that require additional protection when the train passes on the track.

3. According to claim 1, a regional centralized multi-mode train management method is characterized in that: In step S1, the legal instructions of the external system to apply for line resources from the RMU include: Type 1: route handling instructions of the dispatching system ATS; Type 2: Resource group request instruction of the vehicle controller; Type 3: ATS control instructions; Type 4: Resource application instruction of adjacent RMU or route processing request instruction of adjacent interlocking.

4. A regional centralized multi-mode train management method according to claim 3, characterized in that: In step S2, the specific processing process of the RMU for the type 1 external resource application is as follows: RMU queries the corresponding route R1 according to the signal ID information in the ATS route handling instruction, and calculates the track section resources BlockGroup1 and turnout resources PointGroup1 included in the route. At the same time, it calculates the first train T1 upstream of the route according to the train automatic protection information. If the train running direction is the same as the route direction, and the train's minimum head positioning has not passed the beginning of the route, the RMU calculates the subject of resource application as route R1 and train T1, and the resources applied for are BlockGroup1 and PointGroup1, as well as the turnout side impact protection area AdditionalBlockGroup1 in PointGroup1.

5. A regional centralized multi-mode train management method according to claim 3, characterized in that: In step S2, the specific processing process of the RMU for the type 2 external resource application is as follows: RMU records the onboard controller that sends the resource application as T2, and records the track resources BlockGroup2, turnout resources PointGroup2 and auxiliary track section resources AdditionalBlockGroup1 in the resource application sent by the onboard controller. At the same time, it calculates the first train T1 upstream of the approach based on the train automatic protection information. If the train running direction is the same as the approach direction, and the train's minimum head positioning has not passed the beginning of the approach, then RMU calculates the subject of the resource application as approach R2 and train T2, and the resources applied for are BlockGroup2 and PointGroup2, as well as the turnout side impact protection area in PointGroup2.

6. A regional centralized multi-mode train management method according to claim 3, characterized in that: In step S2, the specific processing process of the RMU for the type 3 external resource application is as follows: RMU converts the blocked section and turnout resources requested by ATS, or the single-locked turnout resources requested, into RMU general resource requests, where the applicant is ATS and the resource list requested is the section or turnout object for the requested operation.

7. A regional centralized multi-mode train management method according to claim 3, characterized in that: In step S2, the specific processing process of the RMU for type 4 external resource application is as follows: RMU directly maps the resource application of the adjacent RMU into the internal resource application of RMU. RMU converts the route processing request sent by the adjacent interlocking into RMU general resource request according to the static configuration data and the train information sent by the adjacent ZC. The subject of the application is the train under the jurisdiction of the adjacent ZC, and the resources applied for are the sections and switches locked by the adjacent interlocking request.

8. A regional centralized multi-mode train management method according to claim 3, characterized in that: In step S4, the request to release resources includes: 401)RMU is automatically released according to the train continuation protection information it maintains; 402) RMU is automatically released based on the fusion information of the secondary detection equipment and the train continuation protection; 403) RMU releases according to the active resource release request sent by the vehicle controller; 404)RMU is released according to the instruction of ATS; 405) The RMU is released according to the instruction of the adjacent RMU or interlock.

9. A regional centralized multi-mode train management method according to claim 1, characterized in that: The method further includes: If the status of the applicant changes during the use of resources, the RMU will switch the release method of train resources to sequential release according to the migration of automatic train protection on track resources based on the automatic train protection information it maintains.

10. A regional centralized multi-mode train management method according to claim 9, characterized in that: After switching the resource release mode to "release in sequence according to the migration of train automatic protection on track resources", the RMU prohibits the release of track section resources within a set time to ensure that the train has occupied the downstream resources of the resources to be released.

11. An electronic device comprising a memory and a processor, wherein a computer program is stored in the memory, wherein: When the processor executes the program, the method according to any one of claims 1 to 10 is implemented.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method according to any one of claims 1 to 10 is implemented.

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