A centralized dispatching system supporting large-scale resource security control

Abstract

The present invention discloses a centralized dispatching system that supports safety control of resources in large intervals. By optimizing the inspection prompt logic at the planning level and the safety control logic at the execution level, it ensures that in various scenarios introduced in the background, conflicts can be discovered and plans can be adjusted in a timely manner, effectively avoiding the conflicting occupation of the same large interval resources by two trains, ensuring the safe use of a single driving resource, eliminating driving conflicts, and improving the safety of railway transportation. In addition, technical and physical defenses replace human defenses, and automatic safety control replaces manual safety control, eliminating safety hazards caused by human communication errors, ensuring the safety of train operation, and improving railway transportation efficiency.

Description

Technical Field

[0001] The present invention relates to the technical field of railway train dispatching, and in particular to a dispatching centralized system supporting large-area resource security control. Background Art

[0002] In railway transportation, it's common for single-track lines, or even lines on double-track lines, to be blocked. In this scenario, if two trains depart from stations on opposite sides simultaneously for a station in the middle of the line, the station will be unable to handle the passing due to a lack of passing tracks, resulting in a train conflict. Once such a conflict occurs, the traction locomotive must pull the lower-ranking train back to a holding station, waiting for the oncoming train to pass before continuing onward, severely impacting operational safety and transportation efficiency. Existing centralized dispatching systems, however, are inadequate in resource control and are unable to effectively address this issue.

[0003] Figure 1 The scenario shown in the first example is a typical single-track large interval scenario with a single-line station in the middle. The conflict situation in the scenario is explained as follows: The graphical representation of the two trains T123 and 567 at the switching platform is as follows: Figure 2 As shown in the following scenario, because Train No. 567 arrived earlier at Station D, it had a cross-conflict with Train T123 between Stations B and C. Specifically, Train No. 567 was going down from Station D and was originally planned to give way to Train T123 at Station D. However, because Train No. 567 arrived earlier at Station D and there was no effective safety control prompt at the existing switching platform, the dispatcher mistakenly issued a conflicting stage plan, causing the two trains to enter the A / B section and the C / B section at the same time. The two trains could not successfully arrange the route at Station B at the same time, which ultimately led to the return operation of the low-level Train No. 567, seriously affecting driving safety and efficiency.

[0004] Apart from Figure 1 In addition to the typical single-line large interval scenario of a station with a single line in the middle, the following Figures 3 to 5 The scenario shown also has the traffic conflict problem in the single-line analogy scenario.

[0005] Figure 3 In scenario 2, multiple track stations exist between the two ordinary stations. Specifically, Stations A and E are ordinary stations (with a yielding track), and there are multiple track stations between them. The diagram only shows three track stations (B, C, and D). When Train T123 departs from Station A for Station E, and Train 567 departs from Station E for Station A, a train conflict occurs.

[0006] Figure 4Scenario 3 illustrates a large-area scenario using an intermediate track. Stations A, B, and C are all standard stations (with parking tracks), but Station B has a track access route. Train T123 departs Station A via the S-XC track access route at Station B to Station C, and Train T567 departs Station C via the XC-S track access route at Station B to Station A, creating a large-area resource conflict.

[0007] Figure 5 The fourth scenario shown is a single-track analogy scenario with the upline blocked. Although the area between Stations A, B, and C is a double-track automatic block section, when the upline is blocked, the double-track line is actually equivalent to a single-track driving environment. Similarly, there will be no yield track at Station B, resulting in Figure 1 The problem of traffic resource conflict in a large area is shown.

[0008] The object names contained in the examples shown in the above figures conform to the general naming rules for railway station objects, which can be clearly understood by those skilled in the art. For example, S, SN, XC, and X are ports; 3G, 4G, 5G, IG, and IIG are all track names.

[0009] The above lists the resource conflict issues in large intervals in single-line or analog scenarios.

[0010] At present, there are mainly two types of solutions to the above problems.

[0011] Plan 1: Plan developers and plan implementers always pay attention to the station operation status, and pay special attention to stations with such transportation scenarios. Through manual operation and card control, they can avoid traffic conflicts when two trains enter the same large section at the same time.

[0012] Specifically: For stations with a single-line large-area resource monopoly demand, both the central dispatching plan preparation personnel and the station train execution personnel shall use human defense measures to prevent traffic conflicts and ensure traffic safety and efficiency. For manual block stations, before departure, both stations or line stations jointly confirm that the block section is idle. The idle section here refers to the idle resources of the large section. Figure 1 The scenario shown is a large area resource between the X port of station A and the S port of station C. Figure 3 The scenario shown is a large area of resources between the X port of station A and the S port of station E, including the resources of stations B, C, and D.<S,X> The interval resources here<S,X> Represents the bidirectional interval resources of the connecting route between port S and port X, that is, the interval resources from S to X and from X to S (the same below); Figure 4The scene shown is the X-port of station A, passing through station B<S,XC> , to Exit S of Station C. After confirming that the large-section resources are available, the train dispatcher records the occupancy of the section using a route sign machine, road signs, tickets, etc., and notifies the farthest receiving station of the large-section resources by telephone, telegram, or other means. The receiving station is responsible for verifying the completeness of the rolling stock upon arrival. Manual confirmation of the large-section resource availability is also required for semi-automatic and automatic block sections, and subsequent operations are then automatically or manually performed by the equipment.

[0013] The above solution, in which idle resources in large areas are manually confirmed, may affect driving safety, transportation efficiency, and scheduling accuracy. Specifically:

[0014] (1) Inefficiency: Manual confirmation requires a lot of time and effort. On busy railway lines, where trains run densely, relying on manual confirmation will greatly increase the workload of central dispatchers and station attendants, reducing work efficiency.

[0015] (2) Error-prone: Due to the limited attention span of humans, long periods of repetitive work may lead to fatigue and negligence, thereby increasing the risk of misjudgment. In addition, human factors such as misjudgment and improper operation may also lead to errors.

[0016] (3) Slow response: In an emergency, manual confirmation may not be able to respond quickly, delaying the accident handling time and increasing the risk of accidents.

[0017] (4) High Dependency: Manual confirmation schemes are highly dependent on dispatchers. The quality, experience, and skill level of dispatchers will directly affect the accuracy and reliability of the confirmation results. If dispatchers lack sufficient experience or skills, or make negligence or mistakes in their work, it will have an adverse impact on driving safety and transportation efficiency.

[0018] (5) Inability to monitor in real time: Manual confirmation solutions cannot achieve real-time monitoring. Train operations on railway lines are dynamic, and the idle status of each section needs to be monitored in real time to ensure safe operation. However, manual confirmation solutions cannot achieve real-time monitoring and can only rely on dispatchers to conduct regular inspections and confirmations. This may result in the inability to detect and handle section occupancy in a timely manner during certain time periods.

[0019] In general, civil defense measures have many shortcomings and fail to bring into play the advantages of technical and physical defense. In actual applications, more advanced, efficient and reliable automation and information means are needed to replace or assist manual confirmation plans.

[0020] Solution 2: In the upper-level CTC system, the inter-station routing logic is changed to checking departure conditions, relying on the lower-level interlocking conditions to achieve large-area train resource safety. For example, the corresponding literature for Solution 2 is as follows: (1) Chinese invention patent application with publication number CN118597229A, "A method for centralized checking between stations"; (2) Liu Bo, published article "Design of mutual control and checking circuit between power plant station and car dumper room", Railway Communication Signal, 2019, 55(06): 99-100.

[0021] Based on the second option, Figure 1 In the scenario shown, the relationship between Stations A and B is changed to an inter-station check-based departure relationship, while the relationship between Stations B and C is changed to an inter-station check-based departure relationship. When Train T123 departs Station A, the check-based departure relationship requires Station B to first schedule the route through SX before scheduling the route for Station A. Similarly, when Train 567 departs Station C, the check-based departure relationship requires Station B to first schedule the route through XS before scheduling the route for Station C. The departure of both trains requires pre-scheduling at Station B, the intermediate station. The underlying interlocking system ensures a single schedule for Station B, thereby enabling exclusive inspection of resources across the large section between Stations A and C.

[0022] However, the inter-station check-and-departure relationship is generally used in driving scenarios with short inter-station block sections. It is necessary to pre-arrange the route for receiving trains at the preceding station and then arrange the route for departure at this station. The pre-occupation of driving resources will lead to a waste of resources. In addition, when the T123 train is connected to the S port at station B and delivered from other ports, according to this plan, the 567 train cannot be dispatched from station C when the T123 train has not left station B, which is inconsistent with the actual situation and reduces driving efficiency. It can be seen that plan 2 is only applicable to Figure 1 The single-line driving scenario shown in the single line station cannot be solved Figure 3 、 Figure 4 and Figure 5 The large-range conflict problem in the driving scenario. Summary of the Invention

[0023] The purpose of the present invention is to provide a centralized dispatching system that supports safe control of resources in large intervals. By optimizing the inspection prompt logic at the planning level and the safe control logic at the execution level, it ensures that in various scenarios introduced in the background, conflicts can be discovered and plans adjusted in the first time. The station cannot execute conflicting routes manually or automatically, thereby ensuring the safety of train operation and improving railway transportation efficiency.

[0024] The purpose of the present invention is achieved through the following technical solutions:

[0025] A centralized dispatching system supporting secure card control of resources between large areas includes: a central dispatching station, a data interface server, and autonomous machines located at stations; each central dispatching station manages multiple stations and communicates with the autonomous machines of the stations it manages via the data interface server; wherein:

[0026] The central switching platform is provided with a conflict detection module for real-time monitoring of the planned routes of each train. When a conflict between the planned routes of two trains is detected, the central switching platform sends an alarm signal and adjusts the plans of the relevant trains.

[0027] The autonomous machine is used to monitor and command the operation of trains in the station according to the plan issued by the central train dispatching station, and complete the large-interval resource interaction logic processing, including: when a train departs from the departure station via the intermediate line station to the non-line station, the departure station autonomous machine sends a large-interval resource application message to the next station autonomous machine to apply for the large-interval resource, and records the sending time T1 and starts the Ta second timer, wherein the number of intermediate line stations is greater than or equal to 0;

[0028] When the number of intermediate station stations is greater than 0, the autonomous machine at each station station recursively checks whether the access resources of the station conflict with the large-interval resources. If there is no conflict, the autonomous machine at each station station locks the corresponding access resources of the station and sends a large-interval resource request message to the next station station or non-station station. If there is a conflict, the autonomous machine at the non-station station returns a large-interval resource approval message or a large-interval resource rejection message based on whether the access resources of the station conflict with the large-interval resource. The message is then transmitted back to the autonomous machine at the departure station via the station station.

[0029] When the number of intermediate line stations is equal to 0, the non-line station autonomous machine returns a large-interval resource approval message or a large-interval resource rejection message based on whether the access resources of the station conflict with the large-interval resources;

[0030] The autonomous machine at the departure station decides whether to execute the route scheduling operation based on the message received within the Ta second timer; the large interval resources are the driving resources between the departure station and non-line station stations, and the local station access resources refer to the driving resources within the station to which it belongs that correspond to the large interval resources requested by the autonomous machine at the departure station.

[0031] It can be seen from the technical solution provided by the present invention that, through conflict detection at the planning level and safety control at the execution level, the conflicting occupation of resources in the same large section by two trains is effectively avoided, thereby ensuring the safe use of single driving resources, eliminating driving conflicts, and improving the safety of railway transportation; moreover, technical and physical defense replace human defense, and automatic safety control replaces manual safety control, thereby eliminating safety hazards caused by human communication errors. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0033] Figure 1 A schematic diagram of scenario 1 provided in an embodiment of the present invention;

[0034] Figure 2 A schematic diagram of a graphical representation of two trains at a switching platform provided by an embodiment of the present invention;

[0035] Figure 3 A schematic diagram of scenario 2 provided in an embodiment of the present invention;

[0036] Figure 4 A schematic diagram of scenario three provided in an embodiment of the present invention;

[0037] Figure 5 A schematic diagram of scenario 4 provided in an embodiment of the present invention;

[0038] Figure 6 A schematic diagram of a centralized scheduling system supporting secure control of resources within a large area, provided by an embodiment of the present invention;

[0039] Figure 7 The present invention provides a timing diagram of the station being described as an object and a large interval resource application being approved;

[0040] Figure 8 A timing diagram of a large-interval resource application being rejected by the station, provided in an embodiment of the present invention, with the station as the description object;

[0041] Figure 9 A timing diagram of a large-interval resource application being rejected by the next station, provided in an embodiment of the present invention, with the current station as the description object;

[0042] Figure 10 The embodiment of the present invention provides a timing diagram from large-interval resource application to route scheduling, taking the departure station as the description object. DETAILED DESCRIPTION

[0043] The following is a clear and complete description of the technical solutions in the embodiments of the present invention, in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0044] First, the following terms may be used in this article:

[0045] The terms "include," "comprises," "contains," "has," or other similar expressions should be interpreted as non-exclusive. For example, "including certain technical features (such as raw materials, components, ingredients, carriers, dosage forms, materials, dimensions, parts, components, mechanisms, devices, steps, procedures, methods, reaction conditions, processing conditions, parameters, algorithms, signals, data, products, or manufactured articles)" should be interpreted as including not only the technical features explicitly listed, but also other technical features known in the art that are not explicitly listed.

[0046] The term "consisting of" excludes any technical features not explicitly listed. If used in a claim, this term renders the claim closed, excluding any technical features other than those explicitly listed, except for conventional impurities associated with them. If this term appears only in a clause of a claim, it limits only the elements explicitly listed in that clause; elements listed in other clauses are not excluded from the claim as a whole.

[0047] The following describes in detail a centralized scheduling system supporting secure control of large-scale resources, provided by the present invention. Any information not described in detail in the embodiments of the present invention represents prior art known to those skilled in the art. Where specific conditions are not specified in the embodiments of the present invention, the procedures are carried out in accordance with conventional conditions in the art or those recommended by the manufacturer. Instruments used in the embodiments of the present invention, where the manufacturer is not specified, are all commercially available, conventional products.

[0048] The embodiment of the present invention provides a centralized scheduling system that supports large-scale resource security control. Figure 6 As shown, it mainly includes: a central line switching station, a data interface server and an autonomous machine located at the station; each central line switching station governs multiple stations and communicates with the autonomous machines of the stations under its jurisdiction through the data interface server.

[0049] The central train dispatching platform is the planning module in the dispatching system, responsible for the macro-control operation of the train operation plan within the adjacent time period and the jurisdiction area. It generates a graphical representation of the operation plan as shown in the following figure: Figure 1As shown in the figure, the central control station sends the compiled plan to the station autonomous machine. The autonomous machine, based on information such as station status and train location, executes micro-level train operation control according to the plan. Micro-control is based on macro-control. The train trajectory controlled by the autonomous machine (including arrival and departure times, routes, and operations within the station) should be as close to the control station plan as possible, but actual conditions may deviate. Therefore, the central control station can command the station autonomous machine by compiling, adjusting, and issuing the plan. The station autonomous machine then controls train operations according to the central plan and provides feedback to the central control station on the execution results.

[0050] The central switching platform is equipped with a conflict detection module for real-time monitoring of the planned lines of each train. When a conflict in the planned lines of two trains is detected, the central switching platform will issue an alarm signal and adjust the plans of the relevant trains. It is also equipped with a communication module for issuing plans (train plans).

[0051] The autonomous machine is used to monitor and command the operation of trains in the station according to the plan issued by the central switching station, and complete the logical processing of large-interval resource interaction. It includes a communication module and a safety card control module. The communication module is responsible for the large-interval resource interaction function; the safety card control module adds the fusion logic of departure safety card control and large-interval resource interaction on the basis of the function of the communication module, realizing the departure safety card control function under the exclusive basis of a single large-interval resource.

[0052] The logic for processing large-interval resource interaction includes: when a train departs from a departure station via an intermediate line station to a non-line station, the departure station autonomous machine sends a large-interval resource request message to the autonomous machine of the next station to request large-interval resources, records the sending time T1, and starts a Ta second timer, where the number of intermediate line stations is greater than or equal to 0;

[0053] When the number of intermediate station stations is greater than 0, the autonomous machine at each station station recursively checks whether the access resources of the station conflict with the large-interval resources. If there is no conflict, the autonomous machine at each station station locks the corresponding access resources of the station and sends a large-interval resource request message to the next station station or non-station station. If there is a conflict, a large-interval resource rejection message is returned. The autonomous machine at the first non-station station on the communication link returns a large-interval resource approval message or a large-interval resource rejection message based on whether the access resources of the station conflict with the large-interval resources, and transmits the message back to the autonomous machine at the departure station through the station station.

[0054] When the number of intermediate station stations equals 0, the autonomous machine of the non-station station (i.e., the next station of the departure station) returns a message of approval or rejection of the large-interval resource based on whether the access resources of the station conflict with the large-interval resource.

[0055] The autonomous machine at the departure station decides whether to execute the route scheduling operation based on the message received within the Ta second timer; the large interval resources are the driving resources between the departure station and non-line station stations, and the local station access resources refer to the driving resources within the station to which it belongs that correspond to the large interval resources requested by the autonomous machine at the departure station.

[0056] Figure 6 In the present invention, some other irrelevant subsystems are omitted. In addition, other working contents and related processes of the central line switching station, data interface server and station autonomous machine can refer to the existing technology and will not be described in detail in the present invention.

[0057] Preferably, the working content of the conflict detection module in the central train dispatching station includes: real-time monitoring of the planned lines of each train, and when a conflict in the planned lines of two trains is detected, issuing an alarm signal includes: (1) real-time monitoring of the planned lines of the trains; (2) when two trains use the same section resources and the interval running times of the two trains in the corresponding sections overlap, it is determined that there is an interval conflict between the two trains, and the interval conflict is a form of planned line conflict; (3) issuing a real-time alarm or a delayed alarm.

[0058] Preferably, the adjustment of the plan of the relevant trains includes: according to the level of the two trains, they are respectively called low-level trains and high-level trains, and the adjustment is carried out in the following manner: the low-level train is placed in a waiting operation at the previous non-line station with a track, where the previous non-line station with a track is the non-line station closest to the section with the conflict (for example, the train passes through station a, station b, station c, station d, station e, station f, and station g in sequence, and the conflict location is in the section between station f and station g. If station f is a non-line station, then the "previous non-line station with a track" is station f; if f is a section station, recursively check stations e to station a); or, when the adjustment of the low-level train involves the occupation of driving resources exceeding a set value, the high-level train is placed in a waiting operation at the departure station; or, when there is a diversion route at a multi-directional station, the planned line operation route is changed.

[0059] Preferably, the autonomous machine at each line station recursively checks whether the station's access resources conflict with the larger-area resources, including: determining the station's access resources and running direction based on the larger-area resources; if the station's access resources are not occupied by other trains running in the opposite direction, it indicates that the station's access resources do not conflict with the larger-area resources. Specifically, two trains traveling in the same or same direction can apply for the same access resources without conflict.

[0060] Preferably, the non-line station autonomous machine returns a large-interval resource approval message or a large-interval resource rejection message based on whether the station's access resources conflict with the large-interval resources, including: if the train is in a normal train reception plan at this station and this station does not have a departure route arranged to the train reception port, it means that the station's access resources do not conflict with the large-interval resources, and a large-interval resource approval message is returned; otherwise, a large-interval resource rejection message is returned.

[0061] Preferably, when the autonomous machine at a non-line station returns a large-interval resource rejection message, each line station autonomous machine unlocks the corresponding resources of the station, and at the same time recursively returns the large-interval resource rejection message in the direction toward the departure station until it reaches the autonomous machine at the departure station.

[0062] Preferably, the autonomous machine at the departure station decides whether to perform the route scheduling operation based on the situation of receiving messages within the Ta second timer, including the following situations:

[0063] (1) If a large interval resource consent message is received within Ta seconds after time T1, the routing operation is performed.

[0064] (2) If a large-interval resource rejection message is received within Ta seconds after T1, the route scheduling operation will not be performed within Ta seconds after T1, and after Ta seconds after T1, a large-interval resource request message will be sent to the next station autonomous machine again after a random delay of 1~Ta seconds.

[0065] (3) If no large-interval resource approval message or large-interval resource rejection message is received within Ta seconds after time T1, a large-interval resource request message is sent to the next autonomous machine again.

[0066] (4) The maximum number of times the station autonomous machine can retry an application is N. That is, if a large-interval resource rejection message is received or no approval or rejection message is received within Ta seconds, the station autonomous machine will send a maximum of N application messages. If any rejection message is received within N retries, the station will no longer attempt to schedule the route, an alarm will be issued, and manual intervention will be requested. If N retries all time out without a receipt, the route scheduling operation will be executed.

[0067] In this embodiment of the present invention, if a valid receipt (approval or rejection) is received at least once during N retries, it indicates that each station on the link is capable of checking and reporting the result. After N retries, the originating station cannot schedule the route. If all N retries time out, it indicates that the terminal node on the link is not responsive (e.g., not upgraded, lacking the ability to check inter-connected resources, or temporarily unavailable due to equipment failure). The originating station can then occupy inter-connected resources at non-terminal nodes and schedule the route.

[0068] Preferably, the present invention further designs a large-interval resource interaction data protocol for large-interval resource interaction logic processing.

[0069] The format of the large-scale resource interaction data protocol includes:

[0070] (1) CTC frame header, which is the frame header field of the existing CTC protocol; wherein, CTC is a centralized scheduling system.

[0071] (2) Information type, defined as the information type not used by the existing CTC protocol.

[0072] (3) ID, defined as the sending terminal identification value, consists of the sending terminal station code and the sending terminal (autonomous machine) equipment number.

[0073] (4) Function code, used to identify the message as a large-interval resource application message, a large-interval resource approval message, or a large-interval resource rejection message.

[0074] (5) Departure number, that is, the train number for applying for large-area resources.

[0075] (6) Timestamp, i.e. the initial sending time.

[0076] (7) Apply for large-area information and record the access resources obtained for each station.

[0077] (8) Rejection error code, recording the reason for rejection of large-interval resources.

[0078] (9) Reject false information.

[0079] The rejection error code and the rejection error message together indicate the reason for the rejection. The rejection error code is a numerical value that represents the general category of the error, and the rejection error message is text that is dynamically generated by the rejecting party and is a detailed description of the immediate error. For example, when a station that receives a large-interval resource application checks that the station has opened a conflicting departure route, it will send an error code with a value of 1122 and an error message of "XX station has opened a conflicting route [G123 5G-S]". For another example, the error code with a value of 1133 has an error message of "The 3# switch on the receiving route is blocked and the train cannot be received". In the above examples, the values 1122 / 1133 and "G123", "5G-S", and "3# switch" are only examples.

[0080] In order to more clearly demonstrate the technical solution and technical effects provided by the present invention, the system provided by the embodiment of the present invention is described in detail below with reference to specific embodiments.

[0081] See also Figure 6, which presents a simplified schematic of the entire system. A single central dispatching station typically manages approximately 10 to 20 stations. Two adjacent boundary stations interact to implement train management and safety control functions. These two boundary stations, belonging to different dispatching stations, are managed by different central planners and station attendants. To ensure safety, boundary stations must exchange station status information, train tracking information, and advance block information, enabling stricter train management and safety control. For example, when the current station sends a signal, it must send a block request signal to the preceding station (i.e., the adjacent station). Only after the preceding station agrees to receive the train can the current station arrange a departure route. Figure 6 An example of two sets of center switching platforms is presented, with the left center switching platform governing the rightmost station and the right center switching platform governing the leftmost station as the dividing station.

[0082] The system provided by the embodiments of the present invention optimizes and improves the central dispatching platform, primarily the conflict detection module, which implements conflict checking and plan adjustment functions; optimizes and improves the station autonomous machine, with the communication module implementing the transmission, reception, and recording of large-scale resource interaction data streams; and the safety control module implementing the logic for large-scale resource interaction. Ultimately, this forms a complete centralized dispatching system that supports the safety control of large-scale resources.

[0083] The following is a detailed introduction to the central control console and autonomous machine core processing process.

[0084] 1. Plan conflict detection and adjustment.

[0085] The central switching platform uses a ten-minute diagram to graphically display station nodes and train schedules. Using staged plans, the platform dispatches and directs the operation of each train and the removal and coupling of vehicles. Building on the existing platform's plan drawing, interaction, and issuance capabilities, it adds inter-plan conflict detection and simplified plan adjustments.

[0086] 1. Plan conflict detection.

[0087] The conflict detection module monitors plan lines within stations and sections in real time, checking for potential conflicts. If a conflict is detected, the system issues an alarm and applies control to the relevant plans to prevent them from occurring. Alarms include real-time (instantaneous alert upon detection of a conflict between plan lines) and delayed (instead of an alert at the moment a conflict occurs, an alert is issued when the plan is actually issued). Specific control options include mandatory issuance and strict prohibition, and the specific options can be flexibly configured based on the needs of individual railway bureaus and parameters.

[0088] The conflict detection algorithm between plan lines is:

[0089] 1. Define the train interval running time as the time between departure from this station and arrival at the adjacent station.

[0090] 2. Define a single interval resource as a unique combination of station code and interval line type between two adjacent stations.

[0091] 3. When two vehicles use the same single interval resource and their interval running time in the interval overlaps, it is determined that there is an interval conflict between the two vehicles. Interval conflict is a form of schedule line conflict.

[0092] Those skilled in the art will understand that a plan line is a graphical representation of the organization of train operations within the dispatching station. A plan line corresponds to the route, arrival and departure times, and operation method of a train at each station within the dispatching station. Conflicts between plan lines can be categorized by conflict mode and location. For example, by location, they can be divided into intra-station track conflicts and section conflicts.

[0093] Large interval resources correspond to interval driving resources between two non-adjacent stations, while interval resources here refer to interval driving resources between two adjacent stations. Figure 2 The resources between Station A and Station C, and between the X port of Station A and the S port of Station C are large interval resources, and the resources between Station A and Station B are interval resources.

[0094] 2. Plan adjustment.

[0095] When a conflict is detected, the conflict detection module prompts you and provides a preliminary adjustment plan. Once the dispatcher accepts the system's automatic adjustment plan, they simply click "OK" to resolve the conflicting schedule line with one click, improving the automation of schedule adjustments.

[0096] Specific automatic adjustment algorithms include:

[0097] 1. Low-grade trains hold at the previous ordinary station with a track. If the nearest ordinary station has no available track, consider recursively holding at the station above it, or selecting another train at the previous station to recursively delay departure at the station above it.

[0098] 2. When the adjustment of low-level trains involves excessive use of driving resources (generally affecting subsequent trains too much), high-level trains can be considered to wait at the departure station.

[0099] 3. When there are diversion routes at multi-directional stations, the planned line operation route may be changed. Figure 2 When the "other directions" port of station B can depart to station C, it is possible to consider adjusting train T123 to run from this port to station C.

[0100] According to the actual situation, select one of the above three methods to automatically adjust the plan.

[0101] 2. Large-area resource interaction plan.

[0102] 1. Large - interval resource interaction protocol.

[0103] The present invention designs a large - interval resource interaction protocol, and the design principles include:

[0104] Real - time performance: Ensure the real - time performance of data transmission and processing to meet the high - timeliness requirements of railway dispatching.

[0105] Reliability: Adopt a reliable data transmission protocol to ensure the accuracy and integrity of data.

[0106] Compatibility: The protocol design should be compatible with existing railway dispatching systems.

[0107] Security: Ensure the security and confidentiality during data transmission, and prevent data leakage and tampering.

[0108] Based on the above principles, adopt the existing CTC data communication protocol, and design the large - interval resource interaction protocol by expanding the information types. The format is shown in Table 1.

[0109] Table 1: Large - interval resource interaction protocol

[0110] Field Length (bytes) meaning CTC frame header N The frame header field of the existing CTC protocol Information Type 1 Information types not used by existing CTC protocols ID 4 The non-zero unique value uses a 32-bit incrementing value based on the Snowflake algorithm. The upper 12 bits are the sending terminal identification value, and the lower 20 bits are the instantaneous timestamp. Function code 1 1: Large-interval resource request 2: Large-interval resource approval 3: Large-interval resource rejection Departure times N Train number for applying for large-interval resources Timestamp 7 Initial sending time Apply for large-scale information N With recursive application, large interval information gradually expands Rejection error code 2 If the application is rejected, the station that actually rejected the application will fill in the reason for rejection. Reject misinformation N

[0111] The above - mentioned interaction protocol data is transmitted from the departure station, through the inter - station connection channel, to the adjacent station, and recursively sent to the next station. When there is no direct connection channel between stations, consider implementing data communication through the data interface server.

[0112] 2. Large - interval resource interaction logic.

[0113] Taking Scenario 2 as an example, in this scenario, there are multiple relay stations between two ordinary stations at both ends. Corresponding to the train described above, it travels from the departure station through the intermediate relay stations to a non - relay station. Figure 3 In the scenario shown, Station A is the departure station, Station E is the non - relay station, and the other stations are intermediate relay stations. Define the path composed of the access port and the hand - over port of the through - route of the relay station without a parking track as the path resource. Figure 7 In, the path composed of the S port and the X port of Station B is the <S, X> path of Station B. This path does not distinguish between up - line and down - line. Trains that enter through the S port and leave through the X port or enter through the X port and leave through the S port need to apply for <S, X> path resources. There are a total of 3 path resources in Station B, namely <S, X>, <S, other directions>, and <X, other directions>. There are also 3 path resources in Station C and Station D. When Station A and Station E have no through - route of the relay station, there is no path resource. Figure 3 In Scenario 4 shown, Station B has a single path resource <S, XC>. Figure 4 In the scenario shown in, Station B has a single path resource <S, XC>.

[0114] Before a train departs, it is necessary to send a large-interval resource application message to the next station and recursively apply for large-interval resources to the previous station. The relevant operations are completed by the station autonomous machine security card control module to complete the business logic processing, and the communication module completes the data communication interaction logic. The previous article has detailed the large-interval resource interaction logic processing process. Figure 3 The following description omits the autonomous machine and describes sending relevant messages to the station.

[0115] (1) Train T123 departs from Station A. When the existing route scheduling triggering timing is met, Station A sends a "Large Interval Resource Application Message" (corresponding to function code 1 in Table 1) to the preceding station (i.e., Station B), and records the sending time as T1. If Station A receives a "Large Interval Resource Approval Message" receipt message (corresponding to function code 2 in Table 1) within Ta seconds after sending it at time T1, it can try to schedule the route. If Station A receives a "Large Interval Resource Rejection Message" within Ta seconds, it will not be allowed to schedule the route within Ta seconds (i.e., before time T1+Ta). After the Ta second timeout, it will randomly delay for a period of time between 1 second and Ta seconds and send the "Large Interval Resource Application Message" again. If Station A does not receive a valid receipt within Ta seconds (neither an approval nor a rejection is received), it will try to retry N times (for example, N=3). If Station A does not receive a valid receipt N times in a row (never receives any approval or rejection messages in N interactions, i.e., N interactions are the result of timeout), Station A is allowed to schedule the departure route. If Station A does not receive an approval receipt after N interactions, and has received a rejection receipt during the N interactions, the autonomous machine at Station A will sound an alarm, and the autonomous machine will no longer automatically process the train routing business, requesting manual intervention.

[0116] (2) After receiving the "Large Interval Resource Request Message" of Train T123 from Station A, Station B checks whether Train T123 passes through the SX route (corresponding to Station B) at this station (Station B).<S,X> Passage resources, direction runs to the right). According to the plan information, station B checks this station<S,X> The passage resources are not occupied by other trains running to the left, record<S,X> The passage is occupied by "T123, direction right", that is, the resources of this large section are locked by train T123, and the application is recursively sent to the next station; if station B checks this station<S,X> If the passage is occupied by other trains running to the left, a "large interval resource rejection" message is sent directly to Station A. Station B reserves the right to<S,X> The channel is occupied by "T123, direction right" for Ta*N seconds. When train T123 arrives at station B, or receives a "large interval resource rejection message" from the next station, or the resource is held for Ta*N seconds, the station B autonomous machine deletes the channel resource lock record.

[0117] (3) After receiving the "Large Interval Resource Request Message" of Train T123 from Station B, Station C also checks whether Train T123 passes through the SX route (corresponding to Station C) at this station (Station C).<S,X> Passage resources, direction to the right). According to the plan information, station C checks the station<S,X> The passage resources are not occupied by other trains running to the left, record<S,X> The path is occupied by "T123, direction right", and the request is recursively sent to the next station; if station C checks<S,X> If the passage is occupied by other trains running to the left, a "large interval resource rejection message" is sent directly to Station B. Similarly, Station C<S,X> The passage is occupied by "T123, direction right" for Ta*N seconds.

[0118] (4) The middle station is a line station, and the above operation is performed recursively until the last line station D, which also performs the same operation as stations B and C.

[0119] (5) After receiving the "Large Section Resource Request Message" for Train T123 from Station D, Station E checks whether Train T123 is a normal train reception plan (not a line passing plan) at this station (Station E) and whether there is an actual route for the train to be dispatched to Port S. Station E directly sends a "Large Section Resource Approval Message" to Station D; otherwise, it sends a "Large Section Resource Rejection Message".

[0120] (6) Station D receives the “Large Interval Resource Approval Message” from Station E and sends the “Large Interval Resource Approval Message” to the back station (i.e., Station C), while retaining the record that the station’s path is occupied by T123; if Station D receives the “Large Interval Resource Rejection Message” from Station E, it deletes the message.<S,X> The path is occupied by "T123, direction right" and recursively sends a "large interval resource rejection message" to the subsequent station; if station D does not receive any response from station E after timeout Ta*N seconds, it deletes the message.<S,X> The channel is occupied by "T123, direction right" (that is, the corresponding resources are unlocked), and no message is sent to the rear station.

[0121] (7) The relevant receipt (i.e., “large interval resource approval message” or “large interval resource rejection message”) is recursively passed to the rear until the last station on the line, Station B.

[0122] (8) Station B receives the “Large Interval Resource Approval Message” from Station C and sends the “Large Interval Resource Approval Message” to Station A, while retaining the record that the path is occupied by T123; if it receives the “Large Interval Resource Rejection Message” from Station C, it deletes<S,X> The channel is recorded as being occupied by "T123, direction to the right", and a "large interval resource rejection message" is sent to station A. Similarly, when there is no response after the timeout, the record is deleted and no message is sent.

[0123] (9) Station A receives the "Large Interval Resource Approval Message" and immediately executes the route scheduling operation within T1+Ta seconds. If the operation of opening the departure signal is not completed within T1+Ta seconds due to reasons such as interlocking timeout and the route scheduling command needs to be sent again, the route can be scheduled again directly; if the operation of opening the departure signal is not completed after T1+Ta seconds, the large interval resource application interaction needs to be executed again.

[0124] In the above process, the access resources of each station are recorded in the "Application for Large Interval Information" item. Specifically, Station A sends a message for applying for large interval resources. The "Application for Large Interval Information" in the initial message is empty. When Station B passes the inspection and transmits the application message for large interval resources to Station C, the "Application for Large Interval Information" in the message becomes "Station B".<S,X> ", indicating that the application has obtained B station<S,X> When station C passes the inspection and transmits the large-interval resource application message to station D, the "large-interval application information" in the message becomes "station B<S,X> , Station C<S,X> ", indicating that the application has obtained B station<S,X> Channel resources and C station<S,X> Channel resources, and so on, when Figure 3 When the E station receives the application, it checks and passes, and sends a large-area resource approval message. The "Application for Large-area Information" in the message changes to "B Station<S,X> , Station C<S,X> , Station D<S,X> ",When the large-interval resource consent message is sent to station A, station A can know the resource acquisition status of T123, that is, the farthest location that can be reached.

[0125] The above-mentioned solution provided by the embodiment of the present invention introduces a departure request timeout mechanism, namely the Ta timeout parameter, to ensure the timeliness of interaction. The timeout is recorded based on the initial transmission time of the departure station (station A), making it unaffected by factors such as time asynchrony between stations. This effectively addresses the following issues: 1) In an application environment where the station autonomous system is not fully upgraded and intermediate link stations do not support large-scale resource interaction (such as when adjacent stations do not have large-scale resource interaction enabled, or when TDCS stations or external units are involved), the departure station can still schedule the route normally even after three consecutive non-valid receipts, ensuring the effectiveness of the departure station's operation during construction. 2) In the event of an intermediate link station's abnormal exit or network communication anomaly leading to loss of interaction messages, the departure station can still retry the request after the request times out. 3) When the departure station retransmits, it randomly delays the request for a period of time between 1 and Ta seconds. This effectively addresses the extreme scenario where stations A and B send requests at the same time, allowing the stations on both sides to stagger their interaction timings and avoid deadlock. In field applications, Ta is typically set to 20 seconds.

[0126] In addition, the interval resource locking timeout mechanism, that is, the access resource record timeout of the intermediate line station is Ta*N, ensures that the access resources can be effectively released when the interactive message is lost due to intermediate network jitter, and ensures the integrity of the interactive logic of a departure station.

[0127] The above solution provided by the present invention can be adapted to the above Figure 1 、 Figure 3 、 Figure 4 、 Figure 5 It can also be adapted to the application environment where the large-area resource interaction function has not been fully upgraded, as well as the ordinary driving scenario of no-line stations between AE stations.

[0128] To intuitively illustrate the process of large-scale resource interaction logic processing, the following is an introduction in the form of a timing diagram.

[0129] Figure 7 Taking "this station" as the description object, the process of receiving large-interval resource request messages, conflict checking, resource locking, recursive application to the next station, replying to the previous station for approval, and resource unlocking after the train enters this station is described in the form of a timing diagram. Figure 8 This diagram describes the sequence of events where, after receiving a large-interval resource request message, the local station checks for conflicts and immediately responds with a large-interval resource rejection message to the previous station. Figure 9 Taking "this site" as the description object, the process of locking and unlocking resources of this site is described, from the approval of this site to the rejection of the next site. Figure 10 Taking the "departure station" as the description object, it is introduced that the time interval from sending the large-interval resource request message to actually sending the routing command to the external interlocking system (executing the routing operation) must be less than Ta seconds. Only examples of two line stations are provided here.

[0130] The above solution provided by the embodiment of the present invention mainly achieves the following beneficial effects:

[0131] (1) Improved driving safety: Through conflict detection at the planning level and safety control at the execution level, the conflict between two trains occupying the same large section of resources is effectively avoided, ensuring the safe use of a single driving resource, eliminating driving conflicts, and improving the safety of railway transportation.

[0132] (2) Improve transportation efficiency: Optimize resource allocation and scheduling logic to ensure efficient train operation and reduce resource waste and schedule delays caused by resource conflicts.

[0133] (3) Enhanced system reliability: Real-time communication and monitoring functions improve system reliability and ensure the accurate transmission and execution of dispatch instructions.

[0134] (4) Reduce manual labor intensity: Replace human defense with technical defense and physical defense, and replace manual safety card control with automatic safety card control, eliminating safety hazards caused by human communication errors.

[0135] Through the above description of the embodiments, those skilled in the art will clearly understand that the above embodiments can be implemented via software or by utilizing software plus a necessary general-purpose hardware platform. Based on this understanding, the technical solutions of the above embodiments can be embodied in the form of a software product. This software product can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, or mobile hard drive) and includes a number of instructions for enabling a computer device (such as a personal computer, server, or network device) to execute the methods described in various embodiments of the present invention.

[0136] Those skilled in the art will clearly understand that for the convenience and brevity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the system can be divided into different functional modules to complete all or part of the functions described above.

[0137] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by any person skilled in the art within the technical scope disclosed in the present invention should be included in the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be based on the scope of protection of the claims. The information disclosed in the background technology section of this article is only intended to deepen the understanding of the overall background technology of the present invention, and should not be regarded as an admission or any form of implication that the information constitutes prior art already known to those skilled in the art.

Claims

1. A centralized scheduling system supporting large-scale resource security control, characterized in that: include: Central dispatching station, data interface server and autonomous machines located at stations; each central dispatching station manages multiple stations and communicates with the autonomous machines of the stations it manages via the data interface server; The central switching platform is provided with a conflict detection module for real-time monitoring of the planned routes of each train. When a conflict between the planned routes of two trains is detected, the central switching platform sends an alarm signal and adjusts the plans of the relevant trains. The autonomous machine is used to monitor and command the operation of trains in the station according to the plan issued by the central train dispatching station, and complete the large-interval resource interaction logic processing, including: when a train departs from the departure station via the intermediate line station to the non-line station, the departure station autonomous machine sends a large-interval resource application message to the next station autonomous machine to apply for the large-interval resource, and records the sending time T1 and starts the Ta second timer, wherein the number of intermediate line stations is greater than or equal to 0; When the number of intermediate line stations is greater than 0, the autonomous machine of each line station recursively checks whether the access resources of the station conflict with the large-interval resources: if there is no conflict, the corresponding access resources of the station are locked and a large-interval resource application message is sent to the next line station or non-line station. If there is a conflict, a large-interval resource rejection message is returned; the autonomous machine of the non-line station returns a large-interval resource approval message or a large-interval resource rejection message according to whether the access resources of the station conflict with the large-interval resources, and transmits it back to the autonomous machine of the departure station step by step through the line station; when the autonomous machine of the non-line station returns a large-interval resource rejection message, the autonomous machine of each line station unlocks the corresponding access resources of the station, and at the same time recursively transmits the large-interval resource rejection message in the direction toward the departure station until it reaches the autonomous machine of the departure station; When the number of intermediate line stations is equal to 0, the non-line station autonomous machine returns a large-interval resource approval message or a large-interval resource rejection message based on whether the access resources of the station conflict with the large-interval resources; The autonomous machine at the departure station decides whether to execute the route scheduling operation based on the message received within the Ta second timer; the large interval resources are the driving resources between the departure station and non-line station stations, and the local station access resources refer to the driving resources within the station to which it belongs that correspond to the large interval resources requested by the autonomous machine at the departure station.

2. A centralized scheduling system supporting large-scale resource security control according to claim 1, characterized in that: The real-time monitoring of the planned routes of each train and the issuance of an alarm signal by the central switching station when a conflict in the planned routes of two trains is detected include: Real-time monitoring of trains’ planned routes; When two trains use the same section resources and their running times in the corresponding section overlap, it is considered that there is a section conflict between the two trains. Section conflict is a form of schedule line conflict. The central line switching station issues a real-time alarm or a delayed alarm.

3. The centralized scheduling system supporting large-scale resource security control according to claim 1, characterized in that: The adjustments to the plans for the relevant trains include: The two trains are called low-grade trains and high-grade trains according to their grade, and are adjusted in the following manner: The low-level train is put into waiting operation at the common station with a track on the previous track. The common station with a track on the previous track is the non-line station that is the nearest neighbor to the conflicting section. Alternatively, when the adjustment of low-level trains involves the occupation of driving resources exceeding the set value, the high-level trains are put into waiting operation at the departure station; Alternatively, when there are diversion routes at multi-directional stations, change the planned line operation route.

4. A centralized scheduling system supporting large-scale resource security control according to claim 1, characterized in that: The autonomous machine at each line station recursively checks whether the access resources of the station conflict with the resources of the larger interval, including: Based on the resources of the large interval, the access resources and running direction of this station are determined. If the access resources of this station are not occupied by other trains running in the opposite direction, it means that there is no conflict between the access resources of this station and the resources of the large interval.

5. The centralized scheduling system supporting large-scale resource security control according to claim 1, characterized in that: The non-line station autonomous machine returns a large-interval resource approval message or a large-interval resource rejection message according to whether the station access resources conflict with the large-interval resources: If the train is scheduled for ordinary train reception at this station and there is no departure route arranged to the train reception port at this station, it means that the access resources of this station have no conflict with the large-interval resources, and a large-interval resource approval message is returned; otherwise, a large-interval resource rejection message is returned.

6. A centralized scheduling system supporting large-scale resource security control according to claim 1, characterized in that: The autonomous machine at the departure station decides whether to perform the route scheduling operation according to the message received within the Ta second timer: If a large interval resource approval message is received within Ta seconds after time T1, the routing operation is performed.

7. The centralized scheduling system supporting large-scale resource security control according to claim 1, characterized in that: The autonomous machine at the departure station decides whether to perform the route scheduling operation according to the message received within the Ta second timer: If a large-interval resource rejection message is received within Ta seconds after T1, the route scheduling operation will not be performed within Ta seconds after T1, and after Ta seconds after T1, there will be a random delay of 1~Ta seconds before sending a large-interval resource request message to the next station autonomous machine again.

8. The centralized scheduling system supporting large-scale resource security control according to claim 1, characterized in that: The autonomous machine at the departure station decides whether to perform the route scheduling operation according to the message received within the Ta second timer: If no large-interval resource approval message or large-interval resource rejection message is received within Ta seconds after time T1, a large-interval resource application message is sent to the next station autonomous machine again.

9. A centralized scheduling system supporting large-area resource security control according to any one of claims 1 to 8, characterized in that: It also includes: designing a large-scale resource interaction data protocol for large-scale resource interaction logic processing; The format of the large-scale resource interaction data protocol includes: CTC frame header, which is the frame header field of the existing CTC protocol; wherein CTC is a centralized scheduling system; Information type, defined as the information type not used by existing CTC protocols; ID, defined as the sending terminal identification value, consists of the sending terminal station code and the autonomous machine number; Function code, used to identify whether the message is a large-interval resource request message, a large-interval resource approval message, or a large-interval resource rejection message; Departure number, that is, the train number for applying for large-interval resources; Timestamp, i.e. the initial sending time; Apply for large-area information and record the access resources of each station that have been obtained; Reject error code; Rejection error message; wherein, the rejection error code and the rejection error message, the two together represent the reason record for rejection, the rejection error code is a numerical value, and the rejection error message is a text message.

Images