A regional centralized multi-mode train management method, equipment and medium

Abstract

This invention relates to a regional centralized multi-mode train management method, device, and medium. The method includes: Step S1, offline analysis of the route map, describing all train-accessible areas using three types of route resources, namely track resources, turnout resources, and auxiliary section resources; an external system requests route resources from the Resource Management Unit (RMU); Step S2, the RMU processes the external system request from Step S1; Step S3, the RMU determines whether the requested resources exist and whether there is a conflict with the allocated resources based on the resources requested in Step S2 and the allocated resource status maintained by the RMU. If a conflict exists, the RMU rejects the request; if no conflict exists, the RMU allocates the resources in the requested resource request and updates the allocated resource information; Step S4, after the requesting entity has used up its requested resources, it releases the resources. Compared with the prior art, this invention has advantages such as improved train tracking and turnaround efficiency in normal mode.

Description

Technical Field

[0001] This invention relates to rail transit signaling systems, and more particularly to a regional centralized multi-mode train management method, equipment, and medium based on line resources. Background Technology

[0002] Traditional CBTC signaling systems typically employ a centralized control method of area controllers and interlocking when managing track resources and train movement authorizations. This system balances the high efficiency of CBTC with the high reliability under train or area controller degradation. However, it also suffers from drawbacks such as numerous devices and complex architecture. On the one hand, synchronizing the two area control centers (area controller and interlocking) inevitably sacrifices some system performance. On the other hand, to achieve a smooth transition from CBTC to backup mode, the management of track sections is compatible with interlocking routes, sacrificing some flexibility and efficiency in track resource management. Therefore, in recent years, major signaling manufacturers have invested in researching distributed or semi-distributed signaling systems. These systems reduce the additional delays caused by the need for information exchange between area controllers, interlocking, and onboard units in traditional CBTC by enabling direct communication between trains. Furthermore, they improve track resource utilization efficiency by further subdividing track resources and having onboard units, instead of ATS, lead the application and release of track resources. However, this train-to-train communication-based signaling system, on the one hand, cannot completely eliminate the trackside resource management unit (similar to the role of the area controller and interlocking in traditional CBTC) in order to arbitrate track resource conflicts; on the other hand, the functions of the retained resource management unit are greatly simplified compared to the combination of ZC and interlocking in traditional CBTC, making it unable to achieve full interlocking functionality after train downgrading. Resumption of the trackside resource management unit if restarted is also quite troublesome, lacking sufficient redundancy in system downgrade management. Furthermore, the changes in system architecture and interfaces of the train-to-train communication-based signaling system render it incompatible with traditional CBTC, hindering its ability to cope with the increasing number of segmented retrofit projects in the market.

[0003] A search of Chinese Patent Publication No. CN117416387A reveals a method and system for compatibility between resource routes and interlocking routes. Specifically, the compatible system includes both an interlocking module and a resource module. The resource module receives route commands from the ATS (Automatic Train Control System) and resource instructions from the onboard controller, and outputs commands to the interlocking module based on these commands. The resource module is responsible for determining whether a turnout or side-guard resource is in a hostile occupation state. If not, it occupies the turnout and side-guard resource. After occupying the turnout resource according to the onboard instructions, it outputs a turnout locking command to the interlocking module. After acquiring train resources and occupying turnout and side-guard resources according to the ATS route commands, the resource module outputs a route locking command to the interlocking module, which then locks the route. However, while existing technologies focus on improving system operating efficiency through integrated train control and interlocking technology and vehicle-to-vehicle communication technology, they often fail to adequately consider processing efficiency during system degradation and compatibility with existing CBTC (Continuous Train Control and Interlocking) systems. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the existing technology and provide a regional centralized multi-mode train management method, equipment and medium based on line resources, thereby improving the efficiency of train tracking and turnaround in normal mode.

[0005] The objective of this invention can be achieved through 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 being implemented based on a Regional Resource Management Unit (RMU), the method comprising the following steps:

[0007] Step S1: Analyze the route map offline and describe all train-accessible areas using three types of route resources: track resources, turnout resources, and auxiliary section resources; the external system requests route resources from the RMU.

[0008] Step S2: The RMU processes the external system application from step S1;

[0009] Step S3: The RMU determines whether the currently requested resource exists and whether there is a conflict with the allocated resource based on the resource requested in Step S2 and the allocated resource status maintained by the RMU. If there is a conflict, the RMU rejects the above request. If there is no conflict, the RMU allocates the resource in the above resource request and updates it to the allocated resource information.

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

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

[0012] As a preferred technical solution, in step S1, the legal instructions from the external system to request line resources from the RMU include:

[0013] Type 1: Route processing instructions from the ATS (Automatic Dispatch System);

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

[0015] Type 3: ATS control commands;

[0016] Type 4: Resource request instructions from adjacent RMUs or route processing request instructions from adjacent interlocks.

[0017] As a preferred technical solution, in step S2, the RMU's specific processing procedure for type one external resource requests is as follows:

[0018] The RMU queries the corresponding route R1 based on the signal ID information in the route handling instruction from the ATS, 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 based on the automatic train protection information. If the train's running direction is the same as the route direction, and the minimum head position of the train has not yet crossed the beginning of the route, then the RMU calculates the main body of the resource application as route R1 and train T1, and the requested resources are BlockGroup1 and PointGroup1, as well as the turnout side impact protection zone AdditionalBlockGroup1 in PointGroup1.

[0019] As a preferred technical solution, in step S2, the RMU's specific processing procedure for type two external resource requests is as follows:

[0020] The RMU records that the onboard controller sending the resource request is T2. It records the track resource BlockGroup2, turnout resource PointGroup2, and additional track section resource AdditionalBlockGroup1 in the resource request sent by the onboard controller. At the same time, it calculates the first train T1 upstream of the route based on the automatic train protection information. If the train's running direction is the same as the route direction and the minimum head position of the train has not yet crossed the beginning of the route, then the RMU calculates the main body of the resource request as route R2 and train T2, and the requested resources are BlockGroup2 and PointGroup2, as well as the turnout side impact protection zone in PointGroup2.

[0021] As a preferred technical solution, in step S2, the RMU's specific processing procedure for type 3 external resource requests is as follows:

[0022] The RMU converts the ATS's request to block sections and turnout resources, or requests for single-lock turnout resources, into a general RMU resource request. The subject of the request is the ATS, and the list of resources requested is the section or turnout object to be operated on.

[0023] As a preferred technical solution, in step S2, the RMU's specific processing procedure for type four external resource requests is as follows:

[0024] The RMU directly maps resource requests from adjacent RMUs to internal resource requests from the RMU. The RMU converts route processing requests sent by adjacent interlocking systems into general resource requests from the RMU based on static configuration data and train information sent by adjacent ZCs. The subject of the request is the trains under the jurisdiction of the adjacent ZC, and the requested resources are the sections and turns to be locked by the adjacent interlocking system.

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

[0026] 401) The RMU automatically releases the protection information based on the train it maintains;

[0027] 402) The RMU is automatically released based on the fusion information between the secondary detection equipment and the train's continued protection.

[0028] 403) The RMU releases resources based on the active release request sent by the onboard controller;

[0029] 404) RMU is released according to ATS instructions;

[0030] 405) The RMU is released according to the instructions of the adjacent RMU or the 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 release them sequentially based on the migration of train automatic protection on track resources, according to the train automatic protection information it maintains.

[0033] As a preferred technical solution, after the RMU switches the resource release mode to "sequential release based on the migration of train automatic protection on track resources", it prohibits the release of track section resources for a set period of 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, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

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

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

[0037] 1) This invention improves the CBTC solution process in normal mode by subdividing track resources and integrating the regional control logic of ZC and interlocking in traditional CBTC, so that the efficiency of train tracking and turnaround is no less than that of car-to-car communication;

[0038] 2) This invention provides unified resource application and release for communication trains and degraded trains, while avoiding potential safety risks when switching resource management modes during the train degrade process. It provides degrade mode management efficiency that exceeds that of traditional CBTC while simplifying the system architecture.

[0039] 3) This invention abstracts the resource management unit in the trackside area in layers, processes the 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 signaling system projects that need to be modified in sections. Attached Figure Description

[0040] Figure 1 This is a detailed flowchart of an embodiment of the present invention;

[0041] Figure 2 This is a schematic diagram illustrating how the RMU of the present invention matches route information and train information based on the signal ID information in the route handling instruction of the dispatching system (ATS) and converts it into an RMU general resource request;

[0042] Figure 3 This is a schematic diagram of a general resource request from an RMU (Resource Management Unit) based on the vehicle controller information and the requested resource information, as shown in this embodiment of the invention.

[0043] Figure 4 This is a schematic diagram illustrating how the RMU converts the section or turnout resources requested by the ATS for blocking, or the turnout resources requesting a single lock, into a general resource request of the RMU in an embodiment of the present invention.

[0044] Figure 5 This is a schematic diagram illustrating how the RMU transforms the adjacent ZC train information and adjacent interlocking route requests of the traditional CBTC boundary into RMU general resource requests in an embodiment of the present invention.

[0045] Figure 6 This is a schematic diagram illustrating how the release of resources in a specific track section is prohibited during a specific time period, according to an embodiment of the present invention. Detailed Implementation

[0046] 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.

[0047] This invention improves the train tracking and turnaround efficiency in normal mode to no less than that of car-to-car communication in a CBTC solution by subdividing track resources and integrating the regional control logic of ZC and interlocking in traditional CBTC; it provides backup and degraded train management efficiency exceeding that of traditional CBTC through a train sequence management method based on train continuity protection and a track requisition and release strategy based on refined line resources; and it ensures compatibility with traditional CBTC through a universal interface architecture design to support segmented transformation projects.

[0048] This invention presents a design scheme for a Region Resource Management Unit (RMU) in a CBTC signaling system based on refined line resource allocation and centralized control strategies, which can achieve:

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

[0050] 2. A safe and smooth transition of control between normal trains and downgraded trains;

[0051] 3. Efficient maintenance of downgraded trains;

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

[0053] This invention provides a regional centralized multi-mode train management method based on line resources, specifically including:

[0054] Step S1: Offline analysis of the route map describes all train-accessible areas using three types of resources: track resources, turnout resources, and auxiliary section resources. Auxiliary section resources are areas requiring additional protection when trains travel on the track, such as side impact protection zones associated with turnouts. Trains must apply for the right to use the corresponding track resources before entering an accessible area. The RMU manages external systems' requests for track resources through RMU general resource requests, which include the following information:

[0055] 1. Applicant: Who owns / uses the line resources;

[0056] 2. List of resources requested: Which sections, turnouts, or auxiliary sections of resources need to be requested;

[0057] External systems employ a tiered processing model for resource requests. Legitimate external resource requests can originate from:

[0058] 1. Type 1: Route handling instructions from the Automatic Traffic Control System (ATS), which include the route's beginning and end signal IDs or the beginning signal ID and the ID of the first reverse signal, but do not include train ID information. This instruction is compatible with traditional CBTC route handling instructions.

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

[0060] 3. Type 3: ATS control commands, namely ATS operation for track section blocking / unblocking, turnout single locking / unlocking. These commands are compatible with traditional CBTC route handling commands.

[0061] 4. Type 4: Resource request instructions from adjacent RMUs or route processing requests from adjacent interlocks, enabling interfaces between RMUs and adjacent RMUs, as well as interconnection with traditional CBTC lines, supporting segmented upgrades of traditional CBTC signaling system projects.

[0062] Step S2-1: RMU processes the type 1 external resource request defined in step S1: The RMU queries the corresponding route (denoted as R1) based on the signal ID information in the route processing instruction of the dispatching system (ATS), and calculates the track section resources (denoted as BlockGroup1) and turnout resources (denoted as PointGroup1) included in the route. At the same time, it calculates the first train upstream of the route (denoted as T1) based on the automatic train protection information. If the train's running direction is the same as the route direction, and the minimum head position of the train has not yet crossed the beginning of the route, then the main body of the resource request calculated by the RMU is the route R1 and the train T1, and the requested resources are BlockGroup1 (track resources) and PointGroup1 (turnout resources), as well as the turnout side impact protection zone (auxiliary track resources, denoted as AdditionalBlockGroup1) in PointGroup1.

[0063] Step S2-2, RMU processes the type 2 external resource request defined in step S1: The RMU records the onboard controller that sent the resource request as T2, and records the track resources (denoted as BlockGroup2), turnout resources (denoted as PointGroup2), and auxiliary track section resources (denoted as AdditionalBlockGroup2) in the resource request sent by the onboard controller. At the same time, it calculates the first train upstream of the route (denoted as T1) based on the automatic train protection information. If the train's running direction is the same as the route direction, and the minimum head position of the train has not yet crossed the beginning of the route, then the RMU calculates the main body of the resource request as route R2 and train T2, and the requested resources are BlockGroup2 (track resources) and PointGroup2 (turnout resources), as well as the turnout side impact protection zone (auxiliary track resources) in PointGroup2;

[0064] Step S2-3: The RMU processes the type 3 external resource request defined in step S1. The RMU converts the section or turnout resource requested by the ATS for blocking, or the turnout resource requesting a single lock into a general RMU resource request. The subject of the request is the ATS, and the list of resources requested is the section or turnout object to be requested.

[0065] Steps S2-4: The RMU processes the type four external resource requests defined in step S1. The RMU directly maps the resource requests of adjacent RMUs to the internal resource requests of the RMU. The RMU converts the route processing requests sent by adjacent interlocking into RMU general resource requests based on static configuration data and train information sent by adjacent ZCs. The subject of the request is the trains within the adjacent ZCs, and the requested resources are the sections and turns locked by the adjacent interlocking requests.

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

[0067] Step S4: After the applicant has finished using the requested resources, the applicant needs to release the resources. The request to release resources can come from:

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

[0069] 2. The RMU automatically releases the information based on the fusion of secondary detection equipment and train continuous protection, and applies for the route (type one) for which the resources are handled by ATS in step S2-1, and in the case of onboard controller failure or abnormal communication with RMU.

[0070] 3. The RMU releases resources based on the active release request sent by the vehicle controller, corresponding to the case in step S2-2 where the vehicle controller directly requests line resources based on the task (Type II);

[0071] 4. RMU releases resources according to ATS instructions: This corresponds to the situation in steps S2-3 where resources are requested by ATS control commands (Type 3) to request line resources;

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

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

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

[0076] first, Figure 2 , Figure 3 , Figure 4 and Figure 5 These are the four possible sources of line resource requests processed by the RMU. Based on this, refer to... Figure 1 The steps shown below illustrate the application process for various route resources:

[0077] Step A: Offline analysis of the route map, abstracting the route into three resource categories: track, turnouts, and auxiliary sections. When the system is running online, trains can only enter the corresponding area after requesting the right to use the corresponding route resources. The RMU manages external systems' requests for route resources through the "RMU General Resource Request."

[0078] Step B-1: The RMU matches the route information and train information based on the signal ID information in the route handling instruction from the Automatic Transportation System (ATS) and converts it into an RMU general resource request, such as... Figure 2 As shown;

[0079] Step B-2: The RMU processes the resource request instruction sent by the onboard controller. Based on the onboard controller information and the requested resource information, the RMU performs a general resource request, such as... Figure 3 As shown;

[0080] Step B-3: The RMU converts the section or turnout resource requested by the ATS for blocking, or the turnout resource requesting a single lock, into a general RMU resource request, such as... Figure 4 As shown;

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

[0082] In steps C, B-1 / B-2 / B-3 / B-4, the four types of external resource requests are all abstracted by the system interface middleware as "RMU general resource requests". The core logic of RMU determines whether the currently requested resource exists and whether there is a conflict with the allocated resource based on the "RMU general resource requests" and the status of the allocated resources maintained by RMU. Resources that do not conflict will be allocated to the requesting entity by RMU.

[0083] Step D-1: The RMU automatically releases the train continuation protection information it maintains, corresponding to the scenario in Step B-1 where the resources are applied for by the ATS for the route and the onboard controller maintains normal communication with the RMU.

[0084] Step D-2: The RMU automatically releases the information based on the fusion of the secondary detection equipment and the train's continuous protection. This corresponds to the scenario in Step B-1 where the resources are applied for by the ATS for the route and the onboard controller is faulty or has abnormal communication with the RMU.

[0085] Step D-3: The RMU releases resources according to the active release request sent by the vehicle controller, which corresponds to the case in step B-2 where the vehicle controller directly requests line resources according to the task.

[0086] Step D-4: RMU releases resources according to ATS instructions: This corresponds to the situation in step B-3 where resources are requested by ATS control commands.

[0087] Step D-5: The RMU releases resources according to the instructions of the adjacent RMU or the interlock: This corresponds to the resource requested by the adjacent RMU directly or by the adjacent interlock in step B-4.

[0088] Step E: When the status of the applicant changes during the use of resources, the RMU switches the release method of train resources according to the Automatic Train Protection (ATP) information it maintains, and releases them sequentially according to the migration of ATP resources on the track.

[0089] Step F: After switching the resource release mode to "sequential release based on the migration of train automatic protection on track resources," the RMU prohibits the release of track section resources for a specific period of time to ensure that the train has occupied the downstream resources of the resource to be released, thus avoiding the release of track resources that the train is actually about to enter. Figure 6 As shown, when train T1 enters B3, train T2 may just be leaving B3. The RMU should prevent 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 embodiments. The following embodiments using electronic devices and storage media will further illustrate the solution of the present invention.

[0091] This 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 loaded from a storage unit into a random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

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

[0093] The processing unit performs the various methods and processes described above, such as the methods of the present invention. For example, in some embodiments, the methods of the present invention may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via 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 methods of the present invention described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute the methods of the present invention by any other suitable means (e.g., by means of firmware).

[0094] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0095] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

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

[0097] 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 regional centralized multi-mode train management method, characterized in that, This method is based on a Regional Resource Management Unit (RMU) and includes the following steps: Step S1: Analyze the route map offline and describe all train-accessible areas using three types of route resources: track resources, turnout resources, and auxiliary section resources; the external system requests route resources from the RMU. Step S2: The RMU processes the external system application from step S1; Step S3: The RMU determines whether the currently requested resources conflict with the allocated resources based on the resources requested in Step S2 and the allocated resource status maintained by the RMU. If there is a conflict, the RMU rejects the above request. If there is no conflict, the RMU allocates the resources in the above resource request and updates the allocated resource information. Step S4: After the applicant has used up the resources it applied for, it releases the resources. In step S1, the legitimate instructions from the external system to request line resources from the RMU include: Type 1: Route processing instructions from the ATS (Automatic Dispatch System); Type 2: Resource group request instruction for vehicle controller; Type 3: ATS control commands; Type 4: Resource request instructions from adjacent RMUs or route processing request instructions from adjacent interlocks; In step S2, the RMU's specific processing procedure for type 1 external resource requests is as follows: The RMU queries the corresponding route R1 based on the signal ID information in the route processing instruction from the ATS, 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 based on the automatic train protection information. If the train's running direction is the same as the route direction, and the minimum head position of the train has not yet crossed the beginning of the route, then the RMU calculates the main body of the resource application as route R1 and train T1, and the applied resources are BlockGroup1 and PointGroup1, as well as the turnout side impact protection zone AdditionalBlockGroup1 in PointGroup1. In step S2, the RMU's specific processing procedure for type two external resource requests is as follows: The RMU records that the onboard controller that sent the resource request is T2. It records the track resource BlockGroup2, turnout resource PointGroup2, and additional track section resource AdditionalBlockGroup1 in the resource request sent by the onboard controller. At the same time, it calculates the first train T1 upstream of the route based on the automatic train protection information. If the train's running direction is the same as the route direction and the minimum head position of the train has not yet crossed the beginning of the route, then the RMU calculates the main body of the resource request as route R2 and train T2, and the requested resources are BlockGroup2 and PointGroup2, as well as the turnout side impact protection zone in PointGroup2. In step S2, the RMU's specific processing procedure for type 3 external resource requests is as follows: The RMU converts the ATS's request to block sections and turnout resources, or requests for single-lock turnout resources, into a general RMU resource request. The subject of the request is the ATS, and the list of resources requested is the section or turnout object to be operated on. In step S2, the RMU's specific processing procedure for type four external resource requests is as follows: The RMU directly maps resource requests from adjacent RMUs to internal resource requests from the RMU. The RMU converts route processing requests sent by adjacent interlocking systems into general resource requests from the RMU based on static configuration data and train information sent by adjacent ZCs. The subject of the request is the trains under the jurisdiction of the adjacent ZC, and the requested resources are the sections and turns to be locked by the adjacent interlocking system.

2. The regional centralized multi-mode train management method according to claim 1, characterized in that, The auxiliary section resources in step S1 are areas that require additional protection when trains travel on the track.

3. The regional centralized multi-mode train management method according to claim 1, characterized in that, In step S4, the request to release resources includes: 401) The RMU automatically releases the protection information based on the train it maintains; 402) The RMU is automatically released based on the fusion information between the secondary detection equipment and the train's continuous protection. 403) The RMU releases resources based on the active release request sent by the onboard controller; 404) The RMU is released according to the ATS instructions; 405) The RMU is released according to the instructions of the adjacent RMU or the interlock.

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

5. The regional centralized multi-mode train management method according to claim 4, characterized in that, After the RMU switches the resource release mode to "sequential release based on the migration of train automatic protection on track resources", it prohibits the release of track section resources for a set period of time to ensure that the train has occupied the downstream resources of the resources to be released.

6. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 5.

7. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 5.

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