Universal route automatic selection and arrangement method and device, electronic equipment and storage medium

Abstract

The application provides a universal route automatic selection method and device, electronic equipment and storage medium, and relates to the technical field of train automatic control. The method comprises the following steps: generating a target information set based on a station yard diagram and an interlocking table; determining an initial priority of a path based on a position relationship between an initial position of a train and a running destination, whether the initial position of the train and a terminal position of an entry route have a turnaround attribute, and a total number of each route in a current centralized area; determining a priority of a route based on whether the route is valid, a fixed reverse position state of each turnout in the route, whether a default curved position of the turnout is the same, and whether a starting position and a terminal position of the route through the turnout have a turnaround attribute; determining a final priority of each path based on the initial priority of the path and the priority of each route; and determining a target path based on the final priority of each path. The application can solve the problem of route automatic selection in special scenarios and realize universal route automatic selection.

Description

Technical Field

[0001] This invention relates to the field of train automatic control technology, and in particular to a general method, device, electronic equipment and storage medium for automatic route selection. Background Technology

[0002] Automatic Train Supervision (ATS) is a highly automated command system. ATS can select routes based on route triggering conditions and the train's destination, thus completing the route selection process.

[0003] Currently, the existing automatic route selection on the main line can only find one route based on the destination. This easily overlooks the constraints imposed by special station types, express and local trains, and reverse routes, leading to scenarios where train operation relationships do not match expectations and problems with automatic route selection. In addition, with the increasing prevalence of automated depots, route selection within depots is becoming more complex, requiring greater consideration of the needs of automatic shunting and automatic car washing within the depot. Summary of the Invention

[0004] This invention provides a universal method, apparatus, electronic device, and storage medium for automatic route selection and arrangement, which solves the problem of automatic route selection and arrangement in special scenarios and realizes universal automatic route selection and arrangement across the entire line.

[0005] This invention provides a general method for automatic route selection, comprising: A target information set is generated based on the station map and interlocking table. The target information set includes information on all signals, sections, turnouts and routes. The initial priority of a path is determined based on the positional relationship between the train's initial position and its destination, whether the train's initial position and the end position of the entrance route have a turnaround attribute, and the total number of routes within the current concentration area. Traverse each route within the current concentration area; wherein, during the traversal, the priority of the route is determined based on whether the route is valid, whether the fixed / reverse position of each turnout in the route is the same as the default bend position of the turnout, and whether the start and end positions of the route passing through the turnout have a turnback attribute. Based on each of the routes, a path is determined between the initial position and the destination of multiple trains, and the final priority of each path is determined based on the initial priority of the path and the priority of each of the routes. The target path is determined based on the final priority of each path.

[0006] According to a general automatic route selection method provided by the present invention, the initial priority of a path is determined based on the positional relationship between the initial position and the destination of the train, whether the initial position of the train and the endpoint position of the entrance route have a turnaround attribute, and the total number of routes in the current concentration area, including: From the target information set, query the positional relationship between the initial position and the destination of the train, whether the initial position of the train and the end position of the entrance route have a turnaround attribute, and the total number of routes in the current concentration area; If the positional relationship is such that the destination is in the normal operating direction of the initial position, then the initial priority of the path is determined to be a first value; If the positional relationship is such that the destination is not in the normal operating direction of the initial position, then determine whether the initial position of the train and the end position of the entrance route have a turnaround attribute; If both the initial position of the train and the end position of the entrance route have a turnaround attribute, then the initial priority of the path is determined to be the first value; otherwise, the initial priority of the path is determined based on the total number of routes within the current concentration area.

[0007] According to a general automatic route selection method provided by the present invention, the step of traversing each route in the current concentration area includes: Based on the initial position of the train, locate the triggerable starting signal; The entrance route is obtained through the starting signal; The following steps are executed starting from the entry path until the search depth reaches the total number of paths within the current central area: By checking the connection relationship between the terminal signal or the terminal section of the current route, it is determined whether the current route includes the destination. If the current path does not contain the destination, the next path is taken as the new current path, and the current search depth is updated.

[0008] According to a general automatic route selection method provided by the present invention, during the traversal process, the priority of the route is determined based on whether the route is valid, whether the fixed / reverse position of each turnout in the route is the same, whether the default bend position of the turnout is the same, and whether the start and end positions of the route passing through the turnout have a turnback attribute, including: During the traversal, if the destination can be reached through the path, the path is determined to be valid, and the priority of the path is increased by a second value; otherwise, the priority of the path remains unchanged. If the route includes a turnout, then for each turnout, if the turnout's fixed / reverse position is the same as the turnout's default bent strand position, then the priority of the route is increased by the second value; otherwise, the priority of the route is increased by the third value. If the route through the turnout travels from the current direction to the opposite direction, then it is determined whether the starting and ending positions of the route through the turnout have a reversal attribute. If both the starting and ending positions of the route passing through the turnout have a turnaround attribute, then the priority of the route is increased by the second value; otherwise, the priority of the route is updated based on the total number of routes in the current centralized area.

[0009] The general automatic route selection method provided by the present invention further includes: During the traversal, check whether the name of the terminal signal of the current route is the same as the name of the starting signal of the next route; If so, then it is determined that a cross-centrality situation was encountered during the traversal, and the priority of each path in the next centrality is determined.

[0010] The general automatic route selection method provided by the present invention further includes: If the train has a next destination, then the train's current destination is used as the new initial position and the next destination is used as the new destination to obtain a new target path; The final path is obtained by concatenating the target path and the new target path in sequence.

[0011] The present invention also provides a universal automatic route selection and arrangement device, comprising: The information generation module is used to generate a target information set based on the station map and interlocking table. The target information set includes information on all signals, sections, turnouts and routes. The first determining module is used to determine the initial priority of a path based on the positional relationship between the initial position and the destination of the train, whether the initial position of the train and the end position of the entrance route have a turnaround attribute, and the total number of routes in the current concentration area. The second determining module is used to traverse each route within the current centralized area; wherein, during the traversal, the priority of the route is determined based on whether the route is valid, whether the fixed and reverse positions of each turnout in the route are the same and whether the default bend position of the turnout is the same, and whether the start and end positions of the route passing through the turnout have a turnback attribute. The third determining module is used to determine the path between the initial position and the destination of multiple trains based on each of the routes, and to determine the final priority of each path based on the initial priority of the path and the priority of each of the routes. The fourth determining module is used to determine the target path based on the final priority of each path.

[0012] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the general automatic route selection method as described above.

[0013] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the general automatic route selection method as described above.

[0014] The present invention also provides a computer program product, including a computer program that, when executed by a processor, implements the general automatic route selection method as described above.

[0015] The present invention provides a general method, apparatus, electronic device, and storage medium for automatic route selection. First, a target information set is generated based on the station map and interlocking table. This target information set includes information on all signals, sections, turnouts, and routes, providing data support for subsequent steps. Then, based on the positional relationship between the train's initial position and destination, whether the train's initial position and the endpoint of the entrance route have a turnaround attribute, and the total number of routes within the current concentration area, the initial priority of the routes can be preliminarily determined. Next, all routes within the current concentration area are traversed. During this traversal, the priority of the routes is determined based on whether the routes are valid, whether the fixed / reversed positions of each turnout in the route are the same, whether the default bend positions of the turnouts are the same, and whether the starting and ending positions of routes passing through turnouts have a turnaround attribute. Based on each route, paths between the initial positions and destinations of multiple trains are determined, and the final priority of each path is calculated based on the initial priority of the paths and the priority of each route. Finally, based on the final priority of each path, the target path is determined, thus completing the automatic route selection. This invention can solve the problem of automatic route selection and arrangement in special scenarios (such as special station types, express and slow train routes, reverse routes, and automatic shunting and automatic car washing within the depot), and realize automatic route selection and arrangement applicable to the entire line. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0017] Figure 1 This is a flowchart illustrating a general automatic route selection method provided in an embodiment of the present invention.

[0018] Figure 2 This is a schematic diagram of automatic selection and arrangement of ordinary routes provided in an embodiment of the present invention.

[0019] Figure 3 This is a schematic diagram of automatic selection and arrangement of express and slow train routes provided in an embodiment of the present invention.

[0020] Figure 4 This is a schematic diagram of automatic selection and arrangement of reverse routes provided in an embodiment of the present invention.

[0021] Figure 5 This is a schematic diagram of automatic route selection when the route includes a turnout, provided in an embodiment of the present invention.

[0022] Figure 6 This is a schematic diagram of the automatic route selection provided by an embodiment of the present invention, where the destination is station A and the route turns back through station B.

[0023] Figure 7 This is a schematic diagram of automatic route selection during automatic shunting within a depot, provided in an embodiment of the present invention.

[0024] Figure 8 This is a schematic diagram of automatic route selection during automatic car washing within a designated area, provided in an embodiment of the present invention.

[0025] Figure 9 This is a schematic diagram of the general automatic route selection and arrangement device provided in the embodiments of the present invention.

[0026] Figure 10 This is a schematic diagram of the structure of the electronic device provided in an embodiment of the present invention. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0028] The following is combined Figures 1-8 This invention describes a general automatic route selection method.

[0029] Please refer to Figure 1 , Figure 1 This is a flowchart illustrating a general automatic route selection method provided in an embodiment of the present invention. Figure 1 As shown, the method may include steps 101-105.

[0030] Step 101: Generate a target information set based on the station map and interlocking table. The target information set includes information on all signals, sections, turnouts and routes.

[0031] Specifically, based on the drawn station map of the entire line, the following information is generated: the forward and backward connections of all signals and all sections (including turnouts), the forward and backward connections between all sections (including turnouts), the normal operating direction of the line, the turnaround attributes of all sections, and the default bend positions of all turnouts. All route data is generated based on the interlocking table. Each route data includes the starting and ending signals, the sequence of equipment (including turnouts) traversed by the route, and the trigger rail (including turnouts) for each signal. All this information regarding signals, sections, turnouts, and routes is stored to form the target information set.

[0032] Step 102: Determine the initial priority of the path based on the positional relationship between the train's initial position and its destination, whether the train's initial position and the end position of the entrance route have a turnaround attribute, and the total number of routes in the current concentration area.

[0033] In one embodiment, step 102 may include: querying the positional relationship between the train's initial position and destination, whether the train's initial position and the endpoint of the entrance route have a turnaround attribute, and the total number of routes in the current centralized area from the target information set; if the positional relationship is that the destination is in the normal operating direction of the initial position, then the initial priority of the path is determined to be a first value; if the positional relationship is that the destination is not in the normal operating direction of the initial position, then it is determined whether the train's initial position and the endpoint of the entrance route have a turnaround attribute; if both the train's initial position and the endpoint of the entrance route have a turnaround attribute, then the initial priority of the path is determined to be a first value; otherwise, the initial priority of the path is determined based on the total number of routes in the current centralized area.

[0034] For example, if the train's destination is in the normal operating direction from its initial position, the initial priority of the path is determined to be 0 (the first value). Otherwise, it needs to be determined based on whether the train's initial position and the destination of the entrance route have a turnaround attribute. If both the train's initial position and the destination of the entrance route have a turnaround attribute, the initial priority of the path is determined to be 0 (the first value). Otherwise, the initial priority of the path is determined to be N, where N is the total number of routes within the current concentration area.

[0035] Step 103: Traverse all routes within the current centralized area; during the traversal, determine the priority of the routes based on whether the routes are valid, whether the fixed and reverse positions of each turnout in the route are the same, whether the default bend positions of the turnouts are the same, and whether the starting and ending positions of the routes passing through the turnouts have a turnback attribute.

[0036] In one embodiment, traversing all routes within the current concentration area includes: locating a triggerable starting signal based on the train's initial position; obtaining an entrance route through the starting signal; and executing the following steps starting from the entrance route until the search depth reaches the total number of routes within the current concentration area: searching whether the current route contains a destination by using the terminal signal or the preceding and following connections of the terminal section; if the current route does not contain a destination, then the next route is taken as the new current route, and the current search depth is updated. In this way, route searching can be performed using the preceding and following connections of the terminal signal or the terminal section.

[0037] In one embodiment, during the traversal, if the destination can be reached via a route, the route is determined to be valid, and its priority is increased by a second value; otherwise, the route's priority remains unchanged. If the route includes a turnout, for each turnout, if the turnout's fixed / reverse position is the same as the turnout's default bend position, the route's priority is increased by a second value; otherwise, the route's priority is increased by a third value. If a route via a turnout travels from the current direction to the opposite direction, it is determined whether the start and end positions of the route via the turnout have a turnaround attribute. If both the start and end positions of the route via the turnout have a turnaround attribute, the route's priority is increased by a second value; otherwise, the route's priority is updated based on the total number of routes in the current centralized area.

[0038] For example, during the traversal, for each valid path that can reach the destination, the priority of the path is incremented by 1 (the second value) by default, while the priority of other invalid paths remains unchanged.

[0039] If the route includes turnouts, for each turnout, if the turnout's fixed / reverse position is the same as the turnout's default bent strand position, the route's priority is incremented by 1 (the second value); if the turnout's fixed / reverse position is different from the turnout's default bent strand position, the route's priority is incremented by 2 (the third value).

[0040] If a route passing through a turnout travels from the current direction to the opposite direction, then it is checked whether the starting and ending positions of the route passing through the turnout have a reversal attribute. If both the starting and ending positions of the route passing through the turnout have a reversal attribute, then the route priority is calculated as a forward route, that is, the route priority is incremented by 1 (the second value); otherwise, the route priority is calculated as a reverse route, that is, the route priority is incremented by N, where N is the total number of routes in the current concentration area.

[0041] In one embodiment, the method further includes: checking during the traversal process whether the name of the terminal signal of the current route is the same as the name of the starting signal of the next route; if so, determining that a cross-centralized area situation has been encountered during the traversal process, and continuing to determine the priority of each route in the next centralized area.

[0042] Specifically, since the names of the signals within the same central area are the same, if during the traversal process it is found that the name of the terminal signal of the current route is the same as the name of the starting signal of the next route, it means that a cross-central area situation has been encountered during the traversal process, and the priority of each route in the next central area is determined according to the logic of step 103.

[0043] Step 104: Determine the path between the initial position and destination of multiple trains based on each route, and determine the final priority of each path based on the initial priority of the path and the priority of each route.

[0044] Specifically, during the traversal, the search depth does not exceed the total number of routes within the current concentration area. Multiple valid routes from the train's initial position to its destination are added to a queue in sequence to obtain a single path, thus excluding abnormal paths. The initial priority of this path is added to the priorities of the multiple valid routes it includes to obtain the final priority of the path. In this way, multiple paths with different priorities can be obtained.

[0045] Step 105: Determine the target path based on the final priority of each path.

[0046] For example, the path with the highest priority (i.e. the one with the lowest final priority value) is output as the target path.

[0047] In one embodiment, the method further includes: if the train has a next destination, then taking the train's current destination as the new initial position and the next destination as the new destination to obtain a new target path; and concatenating the target path and the new target path in sequence to obtain the final path.

[0048] Specifically, if the train has a next destination, the current destination is used as the new initial position and the next destination is used as the new destination. The traversal search continues according to the above logic to obtain multiple paths with different priorities. The path with the highest priority is used as the new target path. The previously obtained target path and the new target path are concatenated to obtain the final path.

[0049] The general automatic route selection method provided in this invention first generates a target information set based on the station map and interlocking table. This target information set includes information on all signals, sections, turnouts, and routes, providing data support for subsequent steps. Then, based on the positional relationship between the train's initial position and destination, whether the train's initial position and the endpoint of the entrance route have a turnaround attribute, and the total number of routes within the current concentration area, the initial priority of the routes can be preliminarily determined. Next, all routes within the current concentration area are traversed. During this traversal, the priority of the routes is determined based on whether the routes are valid, whether the fixed / reverse position status of each turnout in the route is the same, whether the default bend position of the turnouts is the same, and whether the starting and ending positions of routes passing through turnouts have a turnaround attribute. Based on each route, paths between the initial positions and destinations of multiple trains are determined, and the final priority of each path is calculated based on the initial priority of the paths and the priority of each route. Finally, based on the final priority of each path, the target path is determined, thus completing the automatic route selection. The embodiments of the present invention can solve the problem of automatic route selection and arrangement in special scenarios (such as special station types, express and slow train routes, reverse routes, and automatic shunting and automatic car washing within the depot), and realize automatic route selection and arrangement applicable to the entire line.

[0050] The following specific examples illustrate the automatic route selection and arrangement in different scenarios.

[0051] Please refer to Figure 2 , Figure 2 This is a schematic diagram of automatic selection and arrangement of ordinary routes provided in an embodiment of the present invention. For example... Figure 2 As shown, ○ represents the train's starting position, □ represents the train's destination, and the arrows point in the positive direction, i.e., the normal operating direction. Paths formed by forward routes found through a forward search have a priority of 3 (the default bend position of turnout 1 is the positioning point). A reverse search can also find a path to the destination; this path has a priority of at least N, where N is the total number of routes within the current central area.

[0052] Please refer to Figure 3 , Figure 3 This is a schematic diagram of the automatic selection and arrangement of express and slow train routes provided in an embodiment of the present invention. Figure 3 As shown, ○ indicates the train's starting position, □ indicates the train's destination, and the arrow direction is positive, i.e., the normal operating direction. In the actual scenario, the default positions of switches W0605 and W0601 are both in the normal position, while the default position of switch W0603 is in the reverse position. The red arrow indicates the express train's operating path. On this red path, the first route uses switch W0605 in its default position, with a priority of +1. The second route uses switch W0601 in its default position, with a priority of +1, so the priority of the red path is 2. The orange arrow indicates the slow train's operating path. On this orange path, the first route uses switch W0605 in a non-default position, with a priority of +2, and the second route uses switch W0601 in a non-default position, with a priority of +2, so the priority of the orange path is 4.

[0053] Please refer to Figure 4 , Figure 4 This is a schematic diagram of automatic selection and arrangement of reverse routes provided in an embodiment of the present invention. For example... Figure 4 As shown, ○ indicates the train's starting position, □ indicates the train's destination, and the red arrows indicate the opposite direction of travel. The first route of this red path does not have a turnaround attribute at its endpoint, and the second route does not have a turnaround attribute at its starting position; therefore, their priority is N+2 (N is the total number of routes in the current concentration area). The path indicated by the orange arrow needs to be considered in conjunction with whether its starting position is a turnaround track. Since the starting position has a turnaround attribute, following the orange path to the destination will also result in a turnaround attribute at the endpoint. Positions 1 and 2 on the orange path are not default positions; therefore, the priority of the orange path is 4.

[0054] Please refer to Figure 5 , Figure 5 This is a schematic diagram of automatic route selection when the route includes a turnout, provided by an embodiment of the present invention. Figure 5 As shown, ○ represents the train's starting position, □ represents the train's destination, and switches 7 and 8 are in their default positions. The red path has a priority of 2. The orange path has a priority of 1 for the first route and a priority of 4 for the second route, as the starting and destination positions have a turnaround attribute. Switches 7 and 8 are in their non-default positions. Therefore, the orange path has a priority of 5.

[0055] Please refer to Figure 6 , Figure 6 This is a schematic diagram of the automatic route selection provided by an embodiment of the present invention, where the destination is station A and the route turns back via station B. For example... Figure 6As shown, ○ represents the train's starting position, and □ represents the train's destination. The last station the train runs to is station A. The train then turns back via the turnaround track at station B. The original route logic could not automatically select and arrange routes due to different station codes. According to the method of this embodiment, a path consisting of sequentially added route sequences that meet the conditions can be obtained. Automatic route selection and arrangement are then performed according to this path.

[0056] Please refer to Figure 7 , Figure 7 This is a schematic diagram of automatic route selection during automatic shunting within a depot, provided in an embodiment of the present invention. For example... Figure 7 As shown, ○ indicates the starting depot location of the train, and □ indicates the destination depot to which the train needs to be moved. The red path involves moving the train to the depot via the lead-out line within the depot, while the orange path occupies the entry and exit routes and is not suitable for practical applications. Compared to the orange path, the red path calculates one less route, therefore the red path has a higher priority and meets the requirements of practical applications.

[0057] Please refer to Figure 8 , Figure 8 This is a schematic diagram of the automatic route selection for automatic car washing within a designated area, provided in an embodiment of the present invention. For example... Figure 8 As shown, the red circle (○) indicates the starting inspection depot location of the train, and the red square (□) indicates the train's wash and turnaround location. This gives a red path that meets the conditions for running via the lead-out track. The orange circle (○) indicates the train's wash and turnaround location, and the orange square (□) indicates the inspection depot location where the train returns after washing. This gives an orange path that meets the conditions for running via the lead-out track. The red square (□) represents the train's destination, and the orange square (□) represents its next destination. Combining the red and orange paths sequentially yields the final path.

[0058] As can be seen from the above embodiments, the embodiments of the present invention can solve the problem of automatic route selection and arrangement in special scenarios (such as special station types, express and slow train routes, reverse routes, and automatic shunting and automatic car washing within the depot), and realize automatic route selection and arrangement applicable to the entire line.

[0059] The general automatic route selection and arrangement device provided by the present invention will be described below. The general automatic route selection and arrangement device described below can be referred to in correspondence with the general automatic route selection and arrangement method described above.

[0060] Please refer to Figure 9 , Figure 9 This is a schematic diagram of the general automatic route selection and arrangement device provided in the embodiments of the present invention. Figure 9 As shown, the device may include: Information generation module 10 is used to generate a target information set based on the station map and interlocking table. The target information set includes information on all signals, sections, turnouts and routes. The first determining module 20 is used to determine the initial priority of a path based on the positional relationship between the train's initial position and its destination, whether the train's initial position and the end position of the entrance route have a turnaround attribute, and the total number of routes in the current concentration area. The second determining module 30 is used to traverse each route in the current centralized area; wherein, during the traversal, the priority of the route is determined based on whether the route is valid, whether the fixed and reverse positions of each turnout in the route are the same and whether the default bending position of the turnout is the same, and whether the starting and ending positions of the route through the turnout have the turning-back attribute. The third determining module 40 is used to determine the path between the initial position and destination of multiple trains based on each route, and to determine the final priority of each path based on the initial priority of the path and the priority of each route. The fourth determination module 50 is used to determine the target path based on the final priority of each path.

[0061] In one embodiment, the first determining module 20 is specifically used for: The system retrieves the positional relationship between the train's initial position and its destination from the target information set, whether the train's initial position and the end position of the entrance route have a turnaround attribute, and the total number of routes within the current set area. If the positional relationship is such that the destination is in the normal operating direction from the initial position, then the initial priority of the determined path is the first value; If the positional relationship is that the destination is not in the normal operating direction, then determine whether the initial position of the train and the end position of the entrance route have turnaround attributes; If both the initial position of the train and the end position of the entrance route have a turnaround attribute, the initial priority of the path is determined to be the first value; otherwise, the initial priority of the path is determined based on the total number of routes in the current concentration area.

[0062] In one embodiment, the second determining module 30 is specifically configured to traverse each path within the current centralized area in the following manner: Locate the triggerable starting signal based on the train's initial position; Obtain the entrance route through the starting signal; Starting from the entrance path, perform the following steps until the search depth reaches the total number of paths within the current cluster: Search for whether the current route contains the destination by checking the connection relationship between the terminal signal or the terminal section of the current route. If the current path does not contain the destination, the next path will be used as the new current path, and the current search depth will be updated.

[0063] In one embodiment, the second determining module 30 is specifically configured to determine the priority of a route in the following manner: During the traversal, if the destination can be reached through the path, the path is considered valid and its priority is increased by the second value; otherwise, the priority of the path remains unchanged. If the route includes turnouts, for each turnout, if the turnout's fixed / reverse position is the same as the turnout's default bent strand position, the route's priority is increased by a second value; otherwise, the route's priority is increased by a third value. If the route through the turnout travels from the current direction to the opposite direction, then determine whether the starting and ending positions of the route through the turnout have a reversal attribute. If both the starting and ending positions of a route passing through a turnout have a reversal attribute, the route's priority is increased by a second value; otherwise, the route's priority is updated based on the total number of routes in the current central area.

[0064] In one embodiment, the device further includes: The name check module is used to check during traversal whether the name of the terminal signal of the current route is the same as the name of the starting signal of the next route. The fifth determination module is used to determine, if so, the situation of crossing a central area during the traversal, and to continue to determine the priority of each path in the next central area.

[0065] In one embodiment, the device further includes a path generation module, specifically used for: If the train has a next destination, then the train's current destination will be used as the new initial position and the next destination will be used as the new destination to obtain a new target path; The final path is obtained by concatenating the target path and the new target path in sequence.

[0066] Figure 10 An example is a schematic diagram of the physical structure of an electronic device, such as... Figure 10As shown, the electronic device may include: a processor 1010, a communications interface 1020, a memory 1030, and a communications bus 1040, wherein the processor 1010, the communications interface 1020, and the memory 1030 communicate with each other through the communications bus 1040. The processor 1010 can call logic instructions in the memory 1030 to execute a general automatic route selection method. This method includes: generating a target information set based on the station map and interlocking table, the target information set including information on all signals, sections, switches, and routes; determining the initial priority of a route based on the positional relationship between the train's initial position and destination, whether the train's initial position and the endpoint of the entrance route have a turnaround attribute, and the total number of routes in the current concentration area; traversing each route in the current concentration area; wherein, during the traversal, determining the priority of a route based on whether the route is valid, whether the fixed / reverse position status of each switch in the route is the same, whether the default bend position of the switch is the same, and whether the starting and ending positions of routes passing through switches have a turnaround attribute; determining the paths between the initial positions and destinations of multiple trains based on each route, and determining the final priority of each path based on the initial priority of the paths and the priority of each route; and determining the target path based on the final priority of each path.

[0067] Furthermore, the logical instructions in the aforementioned memory 1030 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0068] On the other hand, the present invention also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the general automatic route selection method provided in the above-described method embodiments. This method includes: generating a target information set based on a station map and an interlocking table, the target information set including information on all signals, sections, turnouts, and routes; and determining whether there is a turnaround based on the positional relationship between the initial position and the destination of the train, and whether the initial position of the train and the end position of the entrance route have a turnaround point. The system determines the initial priority of each path based on its attributes and the total number of routes within the current centralized area. It then iterates through each route within the current centralized area. During this iteration, the priority of each route is determined based on its validity, the positional / reversal status of each turnout within the route, the default bend position of the turnouts, and whether the starting and ending positions of routes passing through turnouts have a turnaround attribute. Based on each route, the system determines the path between the initial positions and destinations of multiple trains, and the final priority of each path is determined based on its initial priority and the priority of each route. Finally, the system determines the target path based on the final priority of each path.

[0069] In another aspect, the present invention also provides a non-transitory computer-readable storage medium storing a computer program thereon. When executed by a processor, the computer program is implemented to perform the general automatic route selection method provided in the above-described method embodiments. The method includes: generating a target information set based on a station map and an interlocking table, the target information set including information on all signals, sections, switches, and routes; determining the initial priority of a route based on the positional relationship between the initial position and the destination of a train, whether the initial position of a train and the end position of the entrance route have a turnaround attribute, and the total number of routes in the current concentration area; traversing each route in the current concentration area; wherein, during the traversal, determining the priority of a route based on whether the route is valid, whether the fixed / reverse position status of each switch in the route and the default bend position of the switch are the same, and whether the starting and ending positions of routes passing through switches have a turnaround attribute; determining the paths between the initial positions and destinations of multiple trains based on each route, and determining the final priority of each path based on the initial priority of the path and the priority of each route; and determining the target path based on the final priority of each path.

[0070] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0071] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0072] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A universal method for automatic route selection and arrangement, characterized in that, include: A target information set is generated based on the station map and interlocking table. The target information set includes information on all signals, sections, turnouts and routes. The initial priority of the path is determined based on the positional relationship between the train's initial position and its destination, whether the train's initial position and the end position of the entrance route have a turnaround attribute, and the total number of routes in the current concentration area. Traverse each route within the current concentration area; wherein, during the traversal, the priority of the route is determined based on whether the route is valid, whether the fixed / reverse position of each turnout in the route is the same as the default bend position of the turnout, and whether the start and end positions of the route passing through the turnout have a turnback attribute. Based on each of the routes, a path is determined between the initial position and the destination of multiple trains, and the final priority of each path is determined based on the initial priority of the path and the priority of each of the routes. The target path is determined based on the final priority of each path.

2. The general automatic route selection method according to claim 1, characterized in that, The initial priority of a path is determined based on the positional relationship between the train's initial position and its destination, whether the train's initial position and the endpoint of the entrance route have a turnaround attribute, and the total number of routes within the current concentration area. This includes: From the target information set, query the positional relationship between the initial position and the destination of the train, whether the initial position of the train and the end position of the entrance route have a turnaround attribute, and the total number of routes in the current concentration area; If the positional relationship is such that the destination is in the normal operating direction of the initial position, then the initial priority of the path is determined to be a first value; If the positional relationship is such that the destination is not in the normal operating direction of the initial position, then determine whether the initial position of the train and the end position of the entrance route have a turnaround attribute; If both the initial position of the train and the end position of the entrance route have a turnaround attribute, then the initial priority of the path is determined to be the first value; otherwise, the initial priority of the path is determined based on the total number of routes within the current concentration area.

3. The general automatic route selection method according to claim 1, characterized in that, The traversal of each path within the current centralized area includes: Based on the initial position of the train, locate the triggerable starting signal; The entrance route is obtained through the starting signal; The following steps are executed starting from the entry path until the search depth reaches the total number of paths within the current central area: By checking the connection relationship between the terminal signal or the terminal section of the current route, it is determined whether the current route includes the destination. If the current path does not contain the destination, the next path is taken as the new current path, and the current search depth is updated.

4. The general automatic route selection method according to claim 1, characterized in that, During the traversal process, the priority of the route is determined based on whether the route is valid, whether the fixed / reverse position of each turnout in the route is the same as the default bend position of the turnout, and whether the start and end positions of the route passing through the turnout have a turnback attribute. This includes: During the traversal, if the destination can be reached through the path, the path is determined to be valid, and the priority of the path is increased by a second value; otherwise, the priority of the path remains unchanged. If the route includes a turnout, then for each turnout, if the turnout's fixed / reverse position is the same as the turnout's default bent strand position, then the priority of the route is increased by the second value; otherwise, the priority of the route is increased by the third value. If the route through the turnout travels from the current direction to the opposite direction, then it is determined whether the starting and ending positions of the route through the turnout have a reversal attribute. If both the starting and ending positions of the route passing through the turnout have a turnaround attribute, then the priority of the route is increased by the second value; otherwise, the priority of the route is updated based on the total number of routes in the current centralized area.

5. The general automatic route selection method according to claim 1, characterized in that, Also includes: During the traversal, check whether the name of the terminal signal of the current route is the same as the name of the starting signal of the next route; If so, then it is determined that a cross-centrality situation was encountered during the traversal, and the priority of each path in the next centrality is determined.

6. The general automatic route selection method according to claim 1, characterized in that, Also includes: If the train has a next destination, then the train's current destination is used as the new initial position and the next destination is used as the new destination to obtain a new target path; The final path is obtained by concatenating the target path and the new target path in sequence.

7. A universal automatic route selection and arrangement device, characterized in that, include: The information generation module is used to generate a target information set based on the station map and interlocking table. The target information set includes information on all signals, sections, turnouts and routes. The first determining module is used to determine the initial priority of a path based on the positional relationship between the initial position and the destination of the train, whether the initial position of the train and the end position of the entrance route have a turnaround attribute, and the total number of routes in the current concentration area. The second determining module is used to traverse each route within the current centralized area; wherein, during the traversal, the priority of the route is determined based on whether the route is valid, whether the fixed and reverse positions of each turnout in the route are the same and whether the default bend position of the turnout is the same, and whether the start and end positions of the route passing through the turnout have a turnback attribute. The third determining module is used to determine the path between the initial position and the destination of multiple trains based on each of the routes, and to determine the final priority of each path based on the initial priority of the path and the priority of each of the routes. The fourth determining module is used to determine the target path based on the final priority of each path.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the computer program, it implements the general automatic route selection method as described in any one of claims 1 to 6.

9. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the general automatic route selection method as described in any one of claims 1 to 6.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the general automatic route selection method as described in any one of claims 1 to 6.

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