Rail transit scheduling method and device under abnormal rail transit line

Abstract

The invention discloses a rail transit scheduling method and device under the abnormal condition of a rail transit line, and the method comprises the steps: detecting the state of a target station of a train in the operation process of the train along the rail transit line; if the state of the target station of the train is a strong-to-small-traffic state, the train is controlled to turn back at the target station after the train reaches the target station; wherein the strong-to-small cross road state is that when it is monitored that part of road sections in the rail transit line are abnormal, the states of stations in the abnormal road sections are changed; and if the train is the train number corresponding to the service plan running chart, finding out an unfinished plan of the train number of the train service in the opposite running direction of the train from the plan running chart, taking the unfinished plan as a target plan, and controlling the train to run according to the target plan. According to the method, the train can be automatically scheduled to run on the basis of not changing the planned running diagram, and compared with manual scheduling, the probability of scheduling errors is reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit, in particular to a rail transit scheduling method and device under rail transit line abnormality. BACKGROUND

[0002] With the advancement of urbanization, the traffic demand is growing rapidly, and the traffic congestion is becoming increasingly serious, which brings great pressure to urban traffic. Rail transit gradually becomes the backbone of urban traffic system with its large capacity, fast speed, safety and punctuality, and plays an increasingly important role in urban economic and social development. In the scene of line abnormality such as line interruption or traffic efficiency reduction, the existing mode is to manually schedule the train to run in a small loop by the dispatcher. The dispatcher needs to develop a scheduling scheme in a very short time and manually supervise the execution, which has a high requirement for the personal experience and ability of the dispatcher, resulting in a relatively large probability of scheduling error. SUMMARY

[0003] The present application provides a rail transit scheduling method and device under rail transit line abnormality, which can automatically schedule train operation without changing the planned operation diagram, thereby reducing the probability of scheduling error compared with manual scheduling.

[0004] In a first aspect, an embodiment of the present application provides a rail transit scheduling method under rail transit line abnormality, comprising:

[0005] During the running of the train along the rail transit line, the state of a target station of the train is detected; wherein the target station is the next station of the train to be stopped in the running direction of the train on the rail transit line;

[0006] If the state of the target station of the train is a strong small loop state, the train is controlled to perform a turnaround at the target station after the train reaches the target station; wherein the strong small loop state is a state change of the station in the abnormal section of the rail transit line when the abnormal section of the rail transit line is monitored;

[0007] If the train is a train number corresponding to a service plan operation diagram, a train service train number in the opposite running direction of the train is found from the plan operation diagram as a target plan, or a plan of the arrival time of the target station closest to the arrival time of the target station of the train in the opposite running direction is found from the plan operation diagram as a target plan;

[0008] The train is controlled to run according to the target plan.

[0009] The method provided by the embodiment of the present application can automatically schedule train operation without changing the planned operation diagram, and compared with manual scheduling, the probability of scheduling error is reduced.

[0010] In an optional embodiment, if the running direction of the train is the initial running direction defined by the train service, the target plan is a departure time of a station in the plan corresponding to the train service that is later than the time when the train reaches the target station, and the station is the same as the station where the train has stopped.

[0011] If the running direction of the train is the opposite direction of the initial running direction defined by the train service, the target plan is a departure time of a station in the plan corresponding to the train service that is earlier than the time when the train reaches the target station, and the station is the same as the station where the train has stopped.

[0012] In the method provided by the embodiment of the present application, the unfinished plan is determined through the running direction, the departure time and the stopping station of the train in the one-way circulation, and the accuracy of determining the plan is improved.

[0013] In an optional embodiment, controlling the train to run according to the target plan comprises:

[0014] If the running direction of the train is the initial running direction defined by the train service, the train is stopped and waits at the turnaround section of the target station at the departure time of the target station in the target plan, and the train continues to run when the departure time of the target station in the target plan is reached.

[0015] In the method provided by the embodiment of the present application, when the target station includes multiple turnaround sections, the train can be stopped and waited at the turnaround section of the station, and the departure time in the unfinished plan is waited, so that the train can be better controlled according to the unfinished plan.

[0016] In an optional embodiment, controlling the train to run according to the target plan comprises:

[0017] When the target station includes one turnaround section, or when the target station includes multiple turnaround sections and the train running direction is opposite to the initial running direction of the train service, the train is directly controlled to continue running according to the running information in the target plan except the arrival time at the stop station.

[0018] In the method provided by the embodiment of the application, when the target station includes one turnaround section, the train is directly controlled to run because the train cannot stop and the subsequent train needs to run on the route, or when the train running direction is opposite to the initial running direction, the train is directly controlled to run because the target plan is determined to be earlier than the time at which the train reaches the target station, so that the subsequent plan diagram is better completed.

[0019] In an optional embodiment, when the number of abnormal sections in the rail transit line is one, the state of the station at the start position of the abnormal section and the state of the station at the end position of the abnormal section are both set to the strong-turn-around-short-circuit state.

[0020] When the number of abnormal sections in the rail transit line is multiple, the state of the station closest to the start station and the state of the station closest to the end station in the multiple stations of the multiple abnormal sections are both set to the strong-turn-around-short-circuit state.

[0021] In the method provided by the embodiment of the application, when the number of abnormal sections is one, the states of the two stations at the start position and the end position of the abnormal section are directly set to the strong-turn-around-short-circuit state, and when the number of abnormal sections is multiple, the normal section between the station closest to the start station and the station closest to the end station in the multiple stations of the multiple abnormal sections may exist, but the train cannot run, so the state is set to the strong-turn-around-short-circuit state, so that the train running can be better controlled.

[0022] In an optional embodiment, when the type of the abnormal section in the rail transit line is a preset type, the proportion between the strong-turn-around-short-circuit state and the normal state of the target station is determined; the proportion is determined according to a preset value or a ratio of a reference average running speed of a backup train and a difference between an average running speed of a previous train and the reference average running speed of the backup train; the backup train is a train running after the abnormal section in the rail transit line; and the previous train is a train running before the abnormal section in the rail transit line.

[0023] The strong-turn-around-short-circuit state is also changed according to the proportion.

[0024] The method provided by the embodiment of the present application can set the proportion between the strong-turn small-interchange state and the normal state of the target station when the type of the partial abnormal section is a preset type, for example, the abnormal line is not completely impassable for the train, and the strong-turn small-interchange state of the target vehicle can also be changed according to the proportion, thereby improving the train operation efficiency.

[0025] In an optional embodiment, after detecting the state of the target station of the train during the train operation, the method further comprises:

[0026] If the state of the target station of the train is the one-way fault state, the turnout of the target station of the train is locked at a specific position avoiding the fault section, and the train is controlled to pass through the target station in the conduction direction of the specific position.

[0027] In the method provided by the embodiment of the present application, when it is determined that the state of the target station of the train is the one-way fault state, the turnout of the target station of the train can be locked at a specific position, and the train is controlled to pass through the target station in the conduction direction of the specific position, thereby avoiding the fault section to control the train operation, and improving the operation efficiency.

[0028] In an optional embodiment, after the train reaches the target station and is controlled to perform the turnaround at the target station, the method further comprises:

[0029] If the train does not have the train number in the service plan diagram, the train is controlled to operate according to the preset operation information.

[0030] In the method provided by the embodiment of the present application, when it is determined that the train does not have the train number in the service plan diagram, since the train does not need to be controlled to operate according to the train number in the plan diagram, the train can be controlled to operate according to the preset operation information, so that the train can operate better.

[0031] In an optional embodiment, before detecting the state of the target station of the train, the method further comprises:

[0032] The state of the target station is sent to a passenger information guiding system of the rail transit, so that the passenger information guiding system of the rail transit broadcasts the state change of the target station to passengers of the train.

[0033] In the method provided by the embodiment of the present application, the state of the target station can be sent to the passenger information guiding system, so that the passenger information guiding system broadcasts the state change of the target station, thereby improving the passenger experience.

[0034] In a second aspect, the embodiment of the present application provides an electronic device, comprising:

[0035] a memory for storing executable instructions;

[0036] a processor for reading and executing the executable instructions stored in the memory to implement the steps of the rail transit scheduling method under abnormal rail transit line as described in any one of the embodiments of the first aspect.

[0037] In a third aspect, an embodiment of the present application provides a computer readable storage medium storing computer instructions, when the computer instructions are run on a computer, the computer instructions make the computer execute the steps of the rail transit scheduling method under abnormal rail transit line as described in any one of the embodiments of the first aspect.

[0038] The technical effects that the technical solutions disclosed in the second aspect to the third aspect can achieve are referred to the technical effect descriptions of the various possible solutions in the first aspect, which will not be repeated here.

[0039] Other features and advantages of the present application will be set forth in the following description, and in part will become apparent to those skilled in the art from the description, or can be learned by practice of the present application. The objects and other advantages of the present application will be realized and achieved by means of the structures particularly pointed out in the written description and claims hereof as well as the appended drawings. BRIEF DESCRIPTION OF DRAWINGS

[0040] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0041] Figure 1 A schematic diagram of a rail transit line for train running is provided for the embodiments of the present application;

[0042] Figure 2 A schematic diagram of the working process of a rail transit scheduling method under abnormal rail transit line is provided for the embodiments of the present application;

[0043] Figure 3 A schematic diagram of train running on a non-fault section is provided for the embodiments of the present application;

[0044] Figure 4 Another schematic diagram of train running on a non-fault section is provided for the embodiments of the present application;

[0045] Figure 5 A schematic diagram of a target station including two turnaround sections is provided for the embodiments of the present application;

[0046] Figure 6 A schematic diagram of train operation when a fault exists in a rail transit route is provided for an embodiment of the present application;

[0047] Figure 7 A working flow schematic diagram of another rail transit scheduling method under rail transit line abnormality is provided for an embodiment of the present application;

[0048] Figure 8 A schematic diagram set when there is an abnormality in a line is provided for an embodiment of the present application;

[0049] Figure 9 A schematic diagram of a rail transit scheduling system under rail transit line abnormality is provided for an embodiment of the present application;

[0050] Figure 10 A structural schematic diagram of an electronic device is provided for an embodiment of the present application;

[0051] Figure 11 A schematic diagram of a program product of a rail transit scheduling method under rail transit line abnormality is provided for an embodiment of the present application. DETAILED DESCRIPTION

[0052] In order to make the objects, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to the drawings. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of the present application.

[0053] It should be noted that the terms "first", "second", and the like in the description and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily indicate a specific order or sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. Rather, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0054] The objects, functional characteristics and advantages of the present application will be further described with reference to the embodiments and the accompanying drawings. It should be understood that the specific embodiments described herein are only used to explain the present application and do not limit the present application.

[0055] With the advancement of urbanization, traffic demand is growing rapidly, and traffic congestion is becoming increasingly serious, bringing great pressure to urban traffic. Rail transit, with its large capacity, fast speed, safety, and punctuality, has gradually become the backbone of urban traffic system and plays an increasingly important role in urban economic and social development. Rail transit signal system is the "brain and nerve" of rail transit, and plays an important role in ensuring train safety, improving train efficiency, and providing intelligent support. In recent years, rail transit signal system has evolved from traditional CBTC system (Communication Based Train Control System, CBTC system) to FAO system (Fully Automatic Operation, FAO system) supporting full automatic operation, and TACS system (Train Autonomous Circumambulate System, TACS system) supporting train autonomous operation.

[0056] With the increasing automation of signal systems, the number of maintenance personnel assigned to each post of trains, stations, and centers is gradually reduced, and on the other hand, the direct involvement of maintenance personnel in operation is also declining. Therefore, when the operation environment fails or encounters abnormal scenarios, there is a problem of insufficient number and experience of maintenance personnel, and simply relying on manual work is increasingly unable to efficiently and safely handle failures and quickly restore the operation order. Therefore, it is increasingly urgent to improve the intelligent and automated handling capabilities of the signal system in the event of failures and abnormal scenarios.

[0057] In the event of line abnormalities such as line interruption or reduced traffic efficiency, the existing method requires dispatchers to manually dispatch trains to run small circuits. Dispatchers need to develop a dispatching plan in a very short time and manually supervise the execution, which requires a high level of personal experience and ability of the dispatchers, resulting in a high probability of dispatching errors.

[0058] For example, as shown in FIG. 1, Figure 1 As shown, the stations in the rail transit line are A station, B station, C station, and D station, and the rail transit line is from A station to B station, from B station to C station, from C station to D station, from D station to C station, from C station to B station, and from B station to A station. When it is detected that the section between B station and C station has a failure, trains cannot run from B station to C station, and trains cannot run from C station to B station, manual dispatching is required to let trains run from A station to B station, from B station to A station, from D station to C station, and from C station to D station. Manual determination of departure time, speed, and other train operation information is required, which can easily increase the probability of dispatching errors.

[0059] Therefore, how to automatically control train operation when part of the rail transit line is abnormal is a problem to be solved.

[0060] Based on this, the embodiment of the present application provides a rail transit scheduling method and device under abnormal rail transit line, which can change the terminal station of the planned train, match the train number from the planned train diagram under the changed terminal station, and control the train operation according to the matched train number, so that the train operation can be automatically scheduled without changing the planned train diagram, and the probability of scheduling error is reduced compared with manual scheduling.

[0061] The preferred embodiments of the present application will be further described in detail below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are only used to illustrate and explain the present application, and are not used to limit the present application, and the embodiments of the present application and the features in the embodiments can be combined with each other without conflict.

[0062] The rail transit scheduling method provided by the embodiment of the present application will be specifically introduced below in combination with the accompanying drawings.

[0063] Figure 2 The working flow diagram of the rail transit scheduling method provided by the embodiment of the present application is shown, as shown in Figure 2 The specific process of the method is as follows.

[0064] S210: detecting the state of the target station of the train in the process of running along the rail transit line; wherein the target station is the next station of the train to stop in the running direction of the train on the rail transit line;

[0065] Exemplarily, as shown in Figure 1 When the train runs on the line from A station to D station, the target station of the train is B station after the train departs from A station, and the target station of the train is D station after the train departs from C station. When the train runs on the line from D station to A station, the target station of the train is C station after the train departs from D station, and the target station of the train is A station after the train departs from B station.

[0066] S220: if the state of the target station of the train is a strong-to-small inter-route state, controlling the train to make a turnaround at the target station after the train reaches the target station; wherein the strong-to-small inter-route state is a state change of the station in the abnormal section of the rail transit line.

[0067] Exemplarily, in combination with Figure 1 When the train runs from A station to D station, and makes a turnaround at D station and then runs from D station to A station, it is a large inter-route, and when the train runs from A station to B station, makes a turnaround at B station and then runs from B station to A station, it is a small inter-route. When the section between B station and C station is abnormal, B station is forced to change from a stop station to a small inter-route.

[0068] When the train reaches the B station, the train is controlled to make a turnaround at the B station.

[0069] S230: If the train is a train service corresponding to a plan, find the unfinished plan of the train service in the opposite direction of the train from the plan, as the target plan, or find the plan with the closest arrival time to the target station in the opposite direction of the train from the plan, as the target plan.

[0070] S240: Control the train according to the target plan.

[0071] The plan is a plurality of plans of rail transit, each plan corresponds to a train service, and each plan includes a running route, a stop station, a stop time, a running time between two stations, a running speed, etc. The train service is a train service that is configured to distinguish different directions, different types, different sections, and different times. Each train service is configured to serve its own train.

[0072] In detail, according to the dispatching rules of most subway operating companies at present, when the train runs deviates from the daily plan, the small running deviation is eliminated by adjusting the train's stop time at the platform and the running level in the section without changing the daily plan; the large running deviation is eliminated by changing the train's running route (usually a small route), the train's turnaround mode, the train's stop, and the train's replacement.

[0073] Therefore, when dealing with a strong small turnaround, the target plan can be found from the plan, so that the train runs as much as possible according to the plan, which reduces the probability of dispatching errors compared with manual dispatching.

[0074] For step 230: find the unfinished plan of the train service in the opposite direction of the train from the plan, as the target plan, the specific implementation is as follows:

[0075] Taking a one-way cycle as an example, if the running direction of the train is the initial running direction of the train service, the target plan is the departure time of the station where the train stops in the plan corresponding to the train service, which is later than the time when the train reaches the target station, and the station where the train stops is the same as the station where the train has stopped.

[0076] If the running direction of the train is the opposite direction of the initial running direction of the train service, the target plan is the departure time of the station where the train stops in the plan corresponding to the train service, which is earlier than the time when the train reaches the target station, and the station where the train stops is the same as the station where the train has stopped.

[0077] For example, when the initial running direction of the train service corresponding to the train number in the schedule is the up direction, i.e., the direction from A station to D station, and the current running direction of the train is the up direction, the train service is from A station to B station, from B station to C station, from C station to D station, from D station to C station, from C station to B station, and from B station to A station. In the up direction, the departure time of A station is 10:00 am, the arrival time of B station is 10:10 am, the arrival time of C station is 10:15 am, and the arrival time of D station is 10:30 am; in the down direction, the departure time of D station is 10:40 am, the arrival time of C station is 10:55 am, the arrival time of B station is 11:00 am, and the arrival time of A station is 11:10 am.

[0078] In combination with Figure 3 FIG. 2, when the running direction of the train is the up direction, the stations where the train has stopped are A station and B station, then the same stop stations as A station and B station are from B station to A station, and the arrival time of B station where the train has stopped is 10:10 am, which is later than the arrival time. In the down direction, the departure time of D station is 10:40 am, the arrival time of C station is 10:55 am, the arrival time of B station is 11:00 am, and the arrival time of A station is 11:10 am. The arrival time of B station in the down direction is 11:00 am, and the arrival time of A station is 11:10 am, which satisfy the above two conditions. Therefore, the unfinished plan is the down direction from B station to A station, and the line where the train runs is indicated by a black arrow in Figure 3 FIG. 2), from A station to B station, the train is turned back at B station, the unfinished plan is from B station to A station.

[0079] In combination with Figure 4 FIG. 2, when the running direction of the train is the down direction, the stations where the train has stopped are D station and C station, then the same stop stations as D station and C station are D station and C station, and the arrival time of the target station C station of the train is 10:55 am, which is earlier than the arrival time. In the up direction, the departure time of A station is 10:00 am, the arrival time of B station is 10:10 am, the arrival time of C station is 10:15 am, and the arrival time of D station is 10:30 am. The arrival time of C station in the up direction is 10:15 am, and the arrival time of D station is 10:30 am, which satisfy the above two conditions. Therefore, the unfinished plan is the down direction from C station to D station, and the line where the train runs is indicated by a dashed arrow in Figure 4 FIG. 2), from D station to C station, the train is turned back at C station, the unfinished plan is from C station to D station.

[0080] In combination with Figure 1 FIG. 2, when the running direction of the train is the down direction, the stations where the train has stopped are D station and C station, then the same stop stations as D station and C station are D station and C station, and the arrival time of the target station C station of the train is 10:55 am, which is earlier than the arrival time. In the up direction, the departure time of A station is 10:00 am, the arrival time of B station is 10:10 am, the arrival time of C station is 10:15 am, and the arrival time of D station is 10:30 am. The arrival time of C station in the up direction is 10:15 am, and the arrival time of D station is 10:30 am, which satisfy the above two conditions. Therefore, the unfinished plan is the down direction from C station to D station, and the line where the train runs is indicated by a dashed arrow in

[0081] If the reference train's next scheduled plan is not in use, i.e. there is no train in the process of using the plan from D to A station;

[0082] If the reference train's next scheduled plan is in the un-used state, i.e. the plan has never been used, then it is directly assigned to the turnaround train; i.e. the plan from B to A station in the plan from D to A station is assigned to the train;

[0083] If the reference train's next scheduled plan is in the used state, i.e. the train has completed the early turnaround at C station, then it is still directly assigned to the turnaround train, and the plan from B to A station is executed;

[0084] If the reference train's next scheduled plan is in use, i.e. there is a train in the process of using the plan from D to A station;

[0085] If there is only one train in the process of using the plan, and the train's destination is modified to C station, then it means that the train in the process is running on the D->C short route. Then the turnaround train at B station is matched to the same train number, i.e. the train number corresponding to the plan from A to D station and then to A station, and the plan from B to A station is executed.

[0086] If there is more than one train in the process of using the plan, then it means that there are two separate short routes, and the train numbers have been separated. Therefore, the next scheduled plan of the reference train is taken.

[0087] If there is no train in the process of using the plan from B to A station, then the train is directly assigned to the next train number in the train's service.

[0088] For step 230: from the scheduled plan, find the plan with the closest arrival time at the target station in the opposite direction of the train's running direction as the target plan, and the specific implementation is as follows:

[0089] For example, the train numbers in the scheduled plan are as shown in the following table:

[0090]

[0091] Train number 1 has a departure time of 10:00 am at A station in the upward direction, an arrival time of 10:10 am at B station, an arrival time of 10:15 am at C station, and an arrival time of 10:30 am at D station. In the downward direction, the departure time is 10:40 am at D station, the arrival time is 10:55 am at C station, the arrival time is 11:00 am at B station, and the arrival time is 11:10 am at A station. Train numbers 2 and 3 are similar.

[0092] When the running direction is the up direction, the target station is B station, the arrival time of B station is 10:30 am, and the train numbers 1-3 are in the opposite direction of the train running direction, the arrival times of B station are 11:00 am, 11:10 am, and 11:20 am, respectively, and the arrival time closest to the arrival time of B station 10:30 am is 11:00 am, then according to the down direction, B station to A station, the arrival time of B station is 11:00 am, and the arrival time of A station is 11:10 am.

[0093] In some embodiments, the train operation is controlled according to the matched target plan, including:

[0094] When the target station includes multiple turnaround sections, if the running direction of the train is the initial running direction specified by the train service, the train is stopped and waits at the turnaround section of the target station at the departure time of the target station in the target plan, and the train is controlled to continue running at the departure time of the target station in the target plan.

[0095] When the target station includes one turnaround section, or when the target station includes multiple turnaround sections and the running direction of the train is the opposite direction of the initial running direction specified by the train service, the train is directly controlled to continue running according to the running information in the target plan except for the arrival time of the stopping station.

[0096] In combination Figure 5 As shown, the running direction of the train is the up direction, the target station is B station, B station includes two turnaround sections, the first turnaround section 143 and the second turnaround section 144, when the target plan is determined to be the down direction B station to A station, when the up direction arrives at B station, the arrival time is 10:10 am, and the arrival time of B station in the down direction is 11:00 am, then the 50 minutes in between can be waited in the first turnaround section 143, after 11:00 am, the train is controlled to depart from B station to A station, arriving at A station at 10:10 am, thereby completing the entire journey of train number 1.

[0097] The running direction of the train is the down direction, the target train is C station, C station includes two turnaround sections, the first turnaround section and the second turnaround section, when the target plan is determined to be the up direction C station to D station, when the down direction arrives at C station, the arrival time is 10:55 am, however, the arrival time of C station in the up direction is 10:15 am, and the arrival time of the subsequent station to be run is earlier than the arrival time of the station that has already arrived, so there is no need for waiting time, the train can be directly controlled to continue running according to the running information in the target plan except for the arrival time of the stopping station. The running information except for the arrival time of the stopping station, for example, running speed, entry operation, etc.

[0098] The train is traveling in the down direction, and the target station is C. Station C includes a turnaround section. Similarly, if the target plan is to travel from C to D in the up direction, and the train arrives at C in the down direction at 10:55 am, while the arrival time at C in the up direction is 10:15 am, there is no waiting time. The train can turn around on the turnaround section at C. The train can continue to run directly according to the operating information in the target plan, excluding the arrival times of the stops.

[0099] In some embodiments, if the number of abnormal sections in the rail transit line is one, the status of the station at the starting position and the station at the ending position in the abnormal section are both set to the strong transfer to short-distance route status.

[0100] If there are multiple abnormal sections in a rail transit line, the station closest to the starting station and the station closest to the ending station among the multiple stations in the multiple abnormal sections will both be set to the strong-to-small-route state.

[0101] Combination Figure 1 As shown, when there is an anomaly between stations B and C, the status of stations B and C can be set to a forced transfer to a short-route status, so that the train can only run between stations A and B, and between stations D and C.

[0102] Combination Figure 6 As shown, the stations include stations A through H. There are anomalies between stations B and C, and between stations E and F. Although there are no anomalies between stations C and D, and between stations D and E, the train needs to pass through stations B, C, D, E, F, G, and H in sequence. Therefore, when there are anomalies between stations B and C, and between stations E and F, stations B and G are set to a forced short-route state. The train runs between stations A and B, with the route indicated by the black arrow, and between stations G and H, with the route indicated by the black arrow.

[0103] In some embodiments, if the type of anomaly in a section of the rail transit line is a preset type, the ratio between the strong-to-small-loop status and the normal status of the target station is determined; the ratio is a preset value or determined based on the ratio of the reference average operating speed of the backup train and the difference between the average operating speed of the preceding train and the reference average operating speed of the backup train; the backup train is the train that runs after the anomaly in a section of the rail transit line; the preceding train is the train that runs before the anomaly in a section of the rail transit line.

[0104] The change in the status of the forced transition to short-distance routes will still be carried out proportionally.

[0105] For example, the preset type can be that the station capacity is limited, but the train can still pass through, so the ratio between the strong turning short circuit state and the normal state of the target station can be set, that is, the ratio of train operation long circuit and short circuit. The long circuit is the route of the normal train operation, and the short circuit is a section of the long circuit. For example, as shown in Figure 1 the long circuit is from A station to D station and from D station to A station, and the short circuit is from A station to B station and from B station to A station.

[0106] For the ratio setting, for example: if the ground equipment failure in the BC section causes the CBTC train to be degraded to the backup mode operation.

[0107] The number of long circuit trains: the number of short circuit trains = the reference average running speed of the backup train: (the average running speed of the early train - the reference average running speed of the backup train); wherein the early train can be a train using the CBTC system, which can also be referred to as a CBTC train.

[0108] The CBTC system uses continuous wireless communication and moving block technology to allow trains to run at high speed and high density under precise dynamic protection. When the ground equipment in the B-C section fails and the train is degraded to the backup mode (such as point ATP or signal machine visual driving), the protection mode becomes based on fixed block section or trackside signal display, and the train positioning accuracy decreases (depending on the transponder or driver visual confirmation of the position). Therefore, the system cannot provide continuous and real-time moving authorization and speed protection curve, which inevitably requires reducing the running speed to compensate for the lack of protection accuracy and real-time performance to ensure safety distance.

[0109] For example, in the case of an example line, the running parameters of the CBTC train (with communication train) from A to D station under normal circumstances are as follows:

[0110] Analysis result Moving block system Running time (s) 2597s Running distance (m) 26184m Running interval (s) 89.82s Running speed (km / h) 36.3 km / h

[0111] The running parameters of the backup train (usually a non-communication train) from A to D station are as follows:

[0112] Analysis result Interlocking level Running time (s) 4843s Running distance (m) 26184m Running interval (s) 297s Running speed (km / h) 19.46 km / h

[0113] After the CBTC train is degraded to the backup, the running speed is reduced by about half. The time consumption of passing one backup train on the uplink line is approximately equal to the time consumption of passing two CBTC trains. If the ground equipment in the BC section fails, the running time of the train entering the BC section increases to twice the original time. By passing one CBTC train, the time of two trains originally planned is occupied, so one train should be dispatched to turn short circuit at B station, and therefore: long circuit: short circuit = 1:1.

[0114] When the type of the abnormal section of the rail transit line is a preset type, i.e., the capacity of the section is limited, the ratio of the strong-turn-short-circuit state and the normal state of the target station is set to 1:1.

[0115] In combination with Figure 7 The embodiment of the application provides a scheduling method, which comprises the following steps:

[0116] S710: When it is determined that the type of the abnormal section of the rail transit line is a preset type, the ratio between the strong-turn-short-circuit state and the normal state of the target station is determined.

[0117] S720: Under the ratio, the target station in the train currently running is set to the strong-turn-short-circuit state.

[0118] S730: The train is controlled to run along the rail transit line, and the state of the target station of the train is detected.

[0119] S740: If the state of the target station of the train is the strong-turn-short-circuit state, the train is controlled to make a turnaround at the target station after the train reaches the target station.

[0120] S750: If the train is a train corresponding to the service plan diagram, the unfinished plan of the train service in the opposite running direction of the train is found out from the plan diagram as a target plan, and the train is controlled to run according to the target plan.

[0121] S760: When the train reaches the terminal station, the target station in the current running plan is set to the normal state under the ratio.

[0122] S770: The train is controlled to run along the rail transit line, and the state of the target station of the train is detected.

[0123] S780: If it is detected that the state of the target station of the train is the normal state, the train is controlled to continue running according to the plan in the plan diagram.

[0124] For example, when the ratio is 1:1, in combination with Figure 1 As shown in FIG. 6, when the train runs from A station to D station for the first time, the train makes a turnaround at D station, runs from D station to A station, runs from A station to B station for the second time, makes a turnaround at B station, and matches the target plan in the plan diagram according to the train, so that the train runs from B station to A station; the train runs from D station to C station, makes a turnaround at C station, and matches the target plan in the plan diagram according to the train, so that the train runs from C station to D station. When the train runs from A station to D station for the third time, the train makes a turnaround at D station, runs from D station to A station, and the like, until it is determined that the fault is eliminated, and the train is not controlled to run according to the ratio.

[0125] In some embodiments, after detecting the status of the target station of the train during the operation of the train, the method further comprises:

[0126] If the status of the target station of the train is the one-way fault status, the turnout of the target station of the train is locked to avoid the specific position of the fault section, and the train is controlled to pass through the target station in the on direction of the specific position.

[0127] In combination with Figure 1 As shown in the figure, when the abnormality between B station and C station in the downward direction, the train normally runs from A station to D station in the upward direction. When the running direction of the train is the downward direction, the turnout of C station of the train is locked to avoid the specific position of the fault section when the train runs from D station to C station and from C station to B station, and the train is controlled to pass through C station and go to B station.

[0128] In some embodiments, after the train reaches the target station and controls the train to make a turnaround at the target station, the method further comprises:

[0129] If the train does not serve the train number in the planned operation diagram, the train is controlled to run according to the preset operation information.

[0130] In detail, in the operation process of rail transit, the system will contain preset operation information, including stop time, running time, running speed, etc. When the train does not serve the train number in the planned operation diagram, i.e. the train is a head car, the train can be controlled to run according to the preset operation information. For example, there is a train at 10:10 am and a train at 10:20 am in the planned operation diagram. When it is found that there are more people, a head car can be added between 10:10 am and 10:20 am, and the head car can be run according to the preset operation information.

[0131] Of course, when the train is a train number served by the planned operation diagram, and there is a target station with strong-to-small transfer in the operation process, different turnaround operation strategies can be provided: the first one can match the target plan in the planned operation diagram in the manner of Figure 2 The second one can run in the manner of head car after making a turnaround at the target station. The third one can be transferred to manual standby, and the operation mode is determined by the dispatcher.

[0132] For example, in combination with Figure 8As shown, the dispatch personnel of the urban rail transit can set the full turn-back in the turn short operation operation dialog box if there is a track fault, that is, the state of the target station is set to the strong turn short operation state, and the state does not change until the fault ends. If the track is not fault but has limited capacity, the proportion of the short operation and the long operation is set, for example, 1:1. The running strategy after the short operation turn-back can be selected, for example, the train number is matched in sequence after the turn-back, that is, the dispatching scheme proposed in real time by the present application; the head car is turned back to the short operation after the turn-back; the manual standby is turned back to the short operation after the turn-back. When the dispatch personnel clicks the execution, the content selected by the dispatch personnel can be executed.

[0133] In some embodiments, before detecting the state of the target station of the train, the method further comprises:

[0134] The state of the target station is sent to a passenger information guiding system of the rail transit, so that the passenger information guiding system of the rail transit broadcasts the state change of the target station to passengers of the train.

[0135] In combination with Figure 9 As shown, the embodiment of the present application provides a dispatching system, which comprises a dispatching scheme display and confirmation module 910, an intelligent dispatching module 920, a train monitoring and control module 930, an automatic route handling module 940, and a running map module 950. The dispatching scheme display and confirmation module 910 is connected with the intelligent dispatching module 920. The intelligent dispatching module 920 is connected with the train monitoring and control module 930. The train monitoring and control module 930 is connected with the automatic route handling module 940. The train monitoring and control module 930 is connected with the running map module 950.

[0136] The intelligent dispatching module 920 checks the state of the wayside equipment and the running condition of the train in real time, provides an intelligent dispatching scheme for the operation dispatching, receives the decision reply of the dispatching, and executes the intelligent dispatching scheme and the dispatching method provided in real time by the present application.

[0137] The dispatching scheme display and confirmation module 910 displays the intelligent dispatching scheme to the user. The dispatching scheme is confirmed through the human-computer interaction, and the manual confirmation command is sent to the intelligent dispatching module.

[0138] The train monitoring and control module 930 sets the "strong turn short operation" to realize the change of the destination of the train and the distribution of the planned task after the turn-back. The operation adjustment of the train operation in the short operation is realized.

[0139] The VCS (Vehicle Control Center) of the train provides the running state of the train to the train monitoring and control module 930; the LCS (Line Control System) of the train provides the trackside signal state of the train monitoring and control module 930.

[0140] The automatic route handling module 940 automatically searches the front route according to the destination of the train, and realizes the automatic handling of the normal route and the turnaround route. The through order of the train at the junction is controlled when a part of the train is diverted to a branch line.

[0141] The train monitoring and control module 930 sends the information of changing the target station of the strong diversion to a branch line state to the destination to the automatic route handling module 940, and the automatic route handling module 940 sends the route command to the LCS, so as to complete the scheme of the train turnaround at the target station.

[0142] The train monitoring and control module 930 sends the ATO (Automatic Train Operation) command and the FAO (Full Automatic Operation) command of the train running plan to the LCS system.

[0143] The diagram module 950 realizes the change of the prediction plan and the PIS / PA information linkage.

[0144] The train monitoring and control module 930 sends the early / late information of the target station changed to the destination to the diagram module 950, and the diagram module 950 sends the train arrival / departure time to the PIS / PA, so that the PIS / PA informs the passengers of the train arrival / departure time.

[0145] Based on the same concept, the embodiment of the present application also provides an electronic device. Since the electronic device is the electronic device in the method of the embodiment of the present application, and the principle of solving the problem of the electronic device is similar to that of the method, the implementation of the electronic device can be referred to the implementation of the method, and the repeated parts will not be described here.

[0146] The electronic device according to the embodiment of the present application will be described below with reference to Figure 10 The electronic device can also be in the control room of the train, for example. Figure 10 The electronic device is only an example, and should not limit the function and use range of the embodiment of the present application.

[0147] As Figure 10As shown, the electronic device can be in the form of a general computing device, for example, it can be a terminal device. The components of the electronic device can include but are not limited to: the at least one processor 1010 described above, the memory 1020 described above storing processor-executable instructions, the bus 1030 connecting different system components (including the memory 1020 and the processor 1010), and the processor 1010 is the processor of the intelligent device.

[0148] The processor 1010 implements the following steps by running executable instructions:

[0149] During the running of the train on the rail transit line, the state of the target station of the train is detected; wherein the target station is the next station to be stopped by the train in the running direction of the train on the rail transit line;

[0150] If the state of the target station of the train is a strong-to-small inter-route state, the train is controlled to perform a turnaround at the target station after the train reaches the target station; wherein the strong-to-small inter-route state is a change in the state of the station in the abnormal section of the rail transit line when the abnormal section is monitored;

[0151] If the train is a train corresponding to the service plan diagram, find the unfinished plan of the train service in the opposite running direction of the train from the plan diagram as the target plan, or find the plan of the arrival time of the target station closest to the arrival time of the target station of the train in the opposite running direction of the train from the plan diagram as the target plan;

[0152] According to the target plan, the train is controlled to run.

[0153] Optionally, if the running direction of the train is the initial running direction specified by the train service, the target plan is the departure time of the station stopped in the plan corresponding to the train service, which is later than the time when the train reaches the target station, and the station stopped is the same as the station the train has stopped;

[0154] If the running direction of the train is the opposite direction of the initial running direction specified by the train service, the target plan is the departure time of the station stopped in the plan corresponding to the train service, which is earlier than the time when the train reaches the target station, and the station stopped is the same as the station the train has stopped.

[0155] Optionally, the processor 1010 is specifically configured to:

[0156] When the target station comprises a plurality of turnaround sections, if the running direction of the train is the initial running direction defined by the train service, the train is parked and waits at the turnaround section of the target station at the departure time of the target station in the target plan, and the train is controlled to continue running when the departure time of the target station in the target plan is reached.

[0157] Optionally, the processor 1010 is specifically configured to:

[0158] When the target station comprises one turnaround section, or when the target station comprises a plurality of turnaround sections and the running direction of the train is the opposite direction of the initial running direction defined by the train service, the train is directly controlled to continue running according to the running information of the target plan except for the arrival time of the stop station.

[0159] Optionally, if the number of abnormal sections in the rail transit line is one, the state of the station at the starting position and the state of the station at the ending position of the abnormal section are both set to the strong-turn-short-cycle state.

[0160] If the number of abnormal sections in the rail transit line is multiple, the state of the station closest to the starting station and the state of the station closest to the ending station of the multiple abnormal sections are both set to the strong-turn-short-cycle state.

[0161] Optionally, if the type of the abnormal section in the rail transit line is a preset type, the proportion between the strong-turn-short-cycle state and the normal state of the target station is determined; the proportion is determined according to a preset value or a ratio of a reference average running speed of a backup train and a difference between an average running speed of a previous train and the reference average running speed of the backup train; the backup train is a train running after the abnormal section in the rail transit line; the previous train is a train running before the abnormal section in the rail transit line.

[0162] The strong-turn-short-cycle state is also changed according to the proportion.

[0163] Optionally, the processor 1010 is further configured to:

[0164] If the state of the target station of the train is the one-way fault state, the turnout of the target station of the train is locked to avoid a specific position of the fault section, and the train is controlled to pass through the target station in the on direction of the specific position.

[0165] Optionally, the processor 1010 is further configured to:

[0166] If the train does not have a train service in the train service diagram, the train is controlled according to the preset operation information.

[0167] Optionally, the processor 1010 is further configured to:

[0168] The state of the target station is sent to a passenger information guiding system of the rail transit, so that the passenger information guiding system of the rail transit broadcasts the state change of the target station to passengers of the train. Bus 1030 represents one or more of several types of bus structures, including a memory bus or memory controller, a peripheral bus, a processor or local bus using any of a variety of bus structures.

[0169] The memory 1020 can include a readable medium in the form of volatile memory, such as a random access memory (RAM) 1021 and / or a cache memory 1022, and can further include a read-only memory (ROM) 1023.

[0170] The memory 1020 can also include a program / utility 1025 having a set (at least one) of program modules 1024, such as an operating system, one or more application programs, other program modules, and program data, each of which or a combination of which can include an implementation of a network environment.

[0171] The electronic device can also communicate with one or more external devices 1040, such as a keyboard or a pointing device, through an input / output (I / O) interface 1050. Furthermore, the electronic device can communicate with one or more devices that enable a user to interact with the electronic device, and / or one or more devices (e.g., a router, a modem, etc.) that enable the electronic device to communicate with one or more other computing devices. Such communication can occur via an I / O interface 1050. Also, the electronic device can communicate with one or more networks (such as a local area network (LAN), a wide area network (WAN), and / or the public network, such as the Internet) through a network adapter 1060. As depicted, the network adapter 1060 communicates with the other components of the electronic device via the bus 1030. It should be appreciated that although the network adapter 1060 is depicted as a single component in FIG. 1, the network adapter 1060 can comprise two or more components that work together to facilitate communications with one or more networks. For example, the network adapter 1060 can comprise a plurality of antennas that work together to facilitate wireless communication with one or more networks.

[0172] In some possible implementation manners, each aspect of the present application can also be implemented in the form of a program product, which includes program codes for causing the terminal device to perform the steps of each module in the rail transit scheduling device under rail transit line abnormality according to various exemplary embodiments of the present disclosure described in the above "Exemplary Method" section of the present specification when the program product is run on the terminal device.

[0173] The program product can adopt any combination of one or more readable media. The readable medium can be a readable signal medium or a readable storage medium. The readable storage medium may, for example, be but is not limited to an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or apparatus, or any combination of the above. More specific examples (non-exhaustive list) of the readable storage medium include an electrical connection having one or more wires, a portable disc, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above.

[0174] As shown in Figure 11 A program product 1100 of the rail transit scheduling method under rail transit line abnormality according to the embodiments of the present application is described, which can adopt a portable compact disc read-only memory (CD-ROM) and include program codes, and can be run on a terminal device such as a personal computer. However, the program product of the present application is not limited thereto, and in the present document, the readable storage medium can be any tangible medium containing or storing a program, which can be used by or in conjunction with an instruction execution system, device or apparatus.

[0175] The readable signal medium can include a data signal carried in a baseband or as a part of a carrier wave, in which readable program codes are borne. Such a propagated data signal can take on many forms, including but not limited to electro-magnetic signal, optical signal or any suitable combination thereof. The readable signal medium can also be any readable medium that is not a readable storage medium and that can transmit, propagate or transport program for use by or in connection with an instruction execution system, device or apparatus.

[0176] The program codes contained on the readable medium can be transmitted by any suitable medium, including but not limited to wireless, wired, optical cable, RF, etc., or any suitable combination thereof.

[0177] The program code may, through the use of program components, be implemented in any of one or more programming languages including object-oriented programming languages, such as Java, C++, or the like, and conventional procedural programming languages, such as the "C" programming language, or the like. The program code may execute entirely on the user's computing device, partly on the user's computing device, as a stand-alone software package, partly on the user's computing device and partly on a remote computing device or entirely on the remote computing device or server. In the latter scenario, the remote computing device may be connected to the user's computing device through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection may be made to an external computing device, such as through the Internet using an Internet Service Provider.

[0178] It should be noted that, although several modules or sub-modules of the system are mentioned in the above detailed description, such a division is merely exemplary and not mandatory. Indeed, according to embodiments of the application, the features and functionalities of two or more modules described above can be embodied in one module. Conversely, the features and functionalities of one module described above can be further divided into modules.

[0179] Moreover, although the operations of the modules of the system of the application are described in a particular order in the figures, this is merely an example and is not meant to imply that the operations must be performed in that particular order, or that all of the operations must be performed, in order to realize the desired result. Additionally or alternatively, certain operations can be omitted, combined, performed in a different order, and / or performed in parallel.

[0180] The present application is described above with reference to block diagrams and / or flowchart illustrations of the methods, apparatus (systems) and / or computer program products according to embodiments of the application. It is understood that each block of the block diagrams and / or flowchart illustrations, and combinations of blocks in the block diagrams and / or flowchart illustrations, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general purpose computer, special purpose computer, and / or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer and / or other programmable data processing apparatus, create means for implementing the functions / acts specified in the block diagrams and / or flowchart block or blocks.

[0181] Accordingly, the present application can be embodied in hardware and / or in software (including firmware, resident software, micro-code, etc.) Furthermore, the present application can take the form of a computer program product on a computer-usable or computer-readable storage medium having computer-usable or computer-readable program code embodied in the medium for use by or in connection with an instruction execution system. In this context, a computer-usable or computer-readable medium can be any medium, that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device.

[0182] It will be apparent to those skilled in the art that various modifications and variations can be made to the present application without departing from the spirit or scope of the application. Thus, it is intended that the present application cover modifications and variations of this application provided they come within the scope of the appended claims and their equivalents.

Claims

1. A method for scheduling rail transit under abnormal conditions, characterized in that, include: During the operation of the train along the rail transit line, the status of the target station of the train is detected; wherein, the target station is the next station on the rail transit line where the train will stop in the direction of the train's operation. If the target station of the train is in a state of strong-to-small-route transition, then after the train reaches the target station, the train is controlled to turn back at the target station; wherein, the strong-to-small-route transition state is the state of the station in the abnormal section when an anomaly is detected in part of the rail transit line. If the train is the train number corresponding to the service plan operation diagram, then find the unfinished plan of the train number served by the train in the opposite direction of the train's operation diagram as the target plan; or find the plan of the arrival time of the train to the nearest target station in the opposite direction of the train's operation diagram as the target plan. Control the train operation according to the stated target plan.

2. The method for scheduling rail transit under abnormal conditions of rail transit lines according to claim 1, characterized in that, in, If the train's running direction is the initial running direction specified by the train number it serves, then the target plan is that the departure time of the station to be stopped at in the plan corresponding to the train number it serves is later than the time when the train arrives at the target station, and the station to be stopped at is the same as the station to which the train has already stopped. If the direction of travel of the train is opposite to the initial direction of travel specified by the train service it serves, then the target plan is that the departure time of the station to which the train stops in the plan corresponding to the train service it serves is earlier than the time when the train arrives at the target station, and the station to which the train stops is the same as the station to which the train has already stopped.

3. The method for scheduling rail transit under abnormal conditions of rail transit lines according to claim 1, characterized in that, Controlling the train operation according to the target plan includes: When the target station includes multiple turnaround sections, if the train's running direction is the initial running direction specified by the train number it serves, then before reaching the departure time of the target station in the target plan, the train will stop and wait at the turnaround section of the target station, and when the departure time of the target station in the target plan is reached, the train will be controlled to continue running.

4. The method for scheduling rail transit under abnormal conditions of rail transit lines according to claim 1, characterized in that, Controlling the train operation according to the target plan includes: When the target station includes a turnaround section, or when the target station includes multiple turnaround sections and the train's direction of operation is opposite to the initial direction of operation specified by the train number it serves, the train is directly controlled to continue operating according to the operating information in the target plan, excluding the arrival time of the stopping stations.

5. The method for scheduling rail transit under abnormal conditions of rail transit lines according to claim 1, characterized in that, in, If there is only one abnormal section in the rail transit line, then the status of the station at the beginning and the station at the end of the abnormal section will be set to the strong-to-small-routes status. If there are multiple abnormal sections in the rail transit line, then the station closest to the starting station and the station closest to the ending station among the multiple stations of the multiple abnormal sections will both be set to the strong-to-small-route state.

6. The method for scheduling rail transit under abnormal conditions of rail transit lines according to claim 1, characterized in that, in, If the abnormality type of some sections of the rail transit line is a preset type, then the ratio between the strong-to-small-loop status and the normal status of the target station is determined; the ratio is either preset or determined based on the ratio of the reference average operating speed of the backup train and the difference between the average operating speed of the previous train and the reference average operating speed of the backup train. The backup train is a train that operates after an anomaly occurs on a section of the rail transit line; the initial train is a train that operates before an anomaly occurs on a section of the rail transit line. The change from a strong to a weak route is still carried out according to the aforementioned ratio.

7. The method for scheduling rail transit under abnormal conditions of rail transit lines according to claim 1, characterized in that, After detecting the status of the target station of the train during train operation, the method further includes: If the target station of the train is in a state of one-way failure, the turnout of the target station of the train will be locked at a specific position to avoid the faulty section, and the train will be controlled to pass through the target station along the conduction direction of the specific position.

8. The method for scheduling rail transit under abnormal conditions of rail transit lines according to claim 1, characterized in that, After the train reaches the target station and then controls the train to turn back at the target station, the method further includes: If the train is not listed in the service schedule, the train operation will be controlled according to the preset operation information.

9. The method for scheduling rail transit under abnormal conditions according to any one of claims 1 to 8, characterized in that, Before detecting the status of the target station of the train, the method further includes: The status of the target station is sent to the rail transit passenger information guidance system so that the rail transit passenger information guidance system can announce the change in the status of the target station to the passengers of the train.

10. An electronic device, characterized in that, include: Memory, used to store executable instructions; A processor is configured to read and execute executable instructions stored in the memory to implement the steps of the rail transit scheduling method under abnormal rail transit line conditions as described in any one of claims 1 to 9.

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