A method for collaborative calculation of train operation permits in a radio block center based on a running formation plan

Abstract

This invention provides a collaborative calculation method for train operation permits based on a radio block center operating plan, applied in the field of data processing technology. This application uses a radio block center system as its core. First, it receives an operating plan containing plan number, train information, station and track numbers from the centralized dispatching system. After verifying its legality, it deconstructs the plan, analyzes train paths and merging nodes to dynamically construct virtual train formations and determine the station formation sequence. Next, it identifies whether the trains registered with the onboard equipment belong to a virtual formation. After completing the clearing logic for the preceding track section, it calculates the train operation permit based on the difference between virtual and non-virtual formations. Simultaneously, it monitors the permit range of the first train to determine the stations affected, controls the locking / unlocking of station interlocking equipment based on the consistency of the route and planned track, tracks the train trajectory, and, when conditions are met, releases the train formation, switches the permit calculation method for subsequent trains, and stops the route locking logic, thereby improving railway transportation efficiency.

Description

Technical Field

[0001] This invention relates to the field of data processing technology, and in particular to a method for collaborative calculation of train permission in a radio block center based on a running formation plan. Background Technology

[0002] Currently, in the field of freight railway train operation control, two main technical solutions are used to ensure safe train operation: Solution 1: Automatic block system based on signal display, widely used on railway branch lines, mixed passenger and freight lines, or dedicated freight lines with a maximum operating speed not exceeding 120 km / h. This system uses signal lights to assist LKJ equipment or drivers in controlling trains, adopting an automatic / semi-automatic fixed block system. Its core feature is dividing the line into block sections of 1km-3km in length, with only one train allowed to enter each block section, ensuring safety through physical partitioning. Solution 2: Mobile block train control system based on BeiDou satellite, relying on satellite positioning technology to achieve precise positioning of the preceding train. Combined with train integrity verification, it can calculate the train's travel permission to the rear position of the preceding train and reserve an additional safety protection distance, improving tracking flexibility compared to the fixed block system.

[0003] The fixed block system has the following drawbacks: the block section length is fixed (1km-3km), and in order to reserve a sufficient braking safety distance, trains need to maintain a large physical interval, which makes it impossible to achieve close tracking operation, resulting in low line transportation efficiency and difficulty in increasing transport capacity.

[0004] The moving block system has the following shortcomings: although the fixed block section restriction has been removed, the driving permission of the preceding and following vehicles is not calculated in a coordinated manner, and the operating parameters of the following vehicle are not dynamically adjusted based on the real-time operating status of the preceding vehicle (such as operating speed and track gradient adaptation). The system only reserves a safe distance based on the position of the preceding vehicle, which still results in a large tracking interval and there is still significant room for improvement in operating efficiency.

[0005] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of this disclosure and does not constitute information on prior art known to those skilled in the art. Summary of the Invention

[0006] According to one aspect of this application, a method for collaborative calculation of train operation permits in a radio block center based on a train formation plan is provided, comprising: receiving a train formation plan issued by a centralized dispatching system, including the plan number for the current time period, the number of trains, train numbers, the number of stations passed by each train, station numbers, and corresponding track numbers; performing a legality verification on the received train formation plan and generating verification information; disassembling the verified train formation plan, analyzing the running paths and merging nodes of each train, dynamically constructing virtual train formations, and clarifying the train formation order at different stations; receiving onboard equipment registration information, determining whether the train number belongs to a train formation plan with a constructed virtual formation, and if so, classifying the train as a virtual train formation train; otherwise, calculating the permits according to the normal procedure. Train operation permission; calculates train operation permission information based on the logic of the train completing the clearing of the track section ahead; based on the virtual formation plan, monitors the train operation permission range of the first car to determine the impact of the formation plan on the station, compares the station's receiving / departure route with the planned track, if the routes are consistent, sends a non-unlocking command to the station interlocking equipment, and sends an unlocking command after the last car passes; if the routes are inconsistent, sends an unlocking command and does not extend the train operation permission of the formation train; if there is a controllable non-formation train ahead of the non-formation route, calculates the train operation permission extending to the end of the route for it; tracks the train trajectory and destination within the virtual formation, and when it is determined that the preceding and following cars will enter different routes or have reached their destinations, the formation state is deactivated, and the subsequent train operation permission is calculated for the following car according to the non-formation train formula, and the station route locking and holding logic is stopped.

[0007] This application provides a collaborative calculation method for train operation permits based on a radio block center (RBC) system. Through collaboration between the RBC system, centralized dispatching system (CTC), station interlocking equipment (CBI), and onboard equipment, it shortens train tracking intervals and improves transportation efficiency. The method first receives a train operation permit from the CTC, containing the permit number, train information, station and track numbers. After legality verification, the method disassembles the permit and analyzes train paths and merging nodes, dynamically constructing virtual train formations and defining the station formation sequence. It then identifies whether the trains registered with the onboard equipment belong to virtual formations. After completing the clearing logic for the preceding track section, it calculates the train operation permit based on the difference between virtual and non-virtual formations—virtual formation trains use a collaborative calculation mode, incorporating preceding train operation data, while non-virtual formation trains use a conventional calculation mode. It monitors the permit range of the first train to determine the affected stations and controls CBI locking / unlocking based on the consistency of the route and planned track. Finally, it tracks the train trajectory, and when conditions are met, the formation is released, the subsequent train permit calculation method is switched, and the route locking logic is stopped.

[0008] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0009] Figure 1The flowchart illustrates a method for collaborative calculation of radio block center traffic permission based on a running formation plan, according to an embodiment of this application.

[0010] Figure 2 This illustration shows a schematic diagram of a module of a radio block center traffic permission collaborative computing device based on a running group plan, according to an embodiment of this application. Detailed Implementation

[0011] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0012] In one implementation, Figure 1 A schematic flowchart of a method for collaborative calculation of radio block center traffic permission based on a running formation plan, according to an embodiment of this application, is shown.

[0013] S101 receives the operation grouping plan issued by the centralized scheduling system.

[0014] In one implementation, the Radio Block Center (RBC) system receives the train formation plan issued by the Centralized Dispatch Center (CTC) system via the CTC-RBC interface. This plan is compiled by dispatchers based on the daily dispatch schedule information and contains core basic information to ensure the orderly operation of trains. The information items and examples are as follows:

[0015] The plan number for this time period is used to uniquely identify the operation grouping plan for the current time period, facilitating system identification and management and avoiding plan confusion. For example, the operation grouping plan number for this time period is 2511130001.

[0016] The number of trains within this time period is used to specify the total number of trains currently covered by the plan, providing a basis for system resource allocation and scheduling. For example, if the plan includes 3 trains, the number of trains is marked as 3.

[0017] The train number is a unique identifier for each train, used to distinguish different trains and ensure that the system accurately identifies the operation plan of each train. For example, the train numbers of the three trains are 52103, 52105, and 52107.

[0018] Determining the total number of stations a single train needs to pass through during its entire journey provides basic data for route planning. For example, train 52103 passes through 3 stations, train 52105 passes through 2 stations, and train 52107 passes through 3 stations.

[0019] The station numbers a train passes through are unique identifiers for each station along its route, used to accurately locate the station and ensure the train runs along the designated line. For example, train 52103 passes through stations 0x06003212 (Station A), 0x06003222 (Station B), and 0x06003232 (Station C); train 52105 passes through stations 0x06003222 (Station B) and 0x06003232 (Station C); and train 52107 passes through stations 0x06003212 (Station A), 0x06003222 (Station B), and 0x06003232 (Station C).

[0020] The track number corresponding to each station a train passes through is a unique identifier for the track that each train must occupy when passing through each station, clearly indicating the train's stopping position within the station. For example, train 52103 has track number 0x02 (2G) at station A, track number 0x04 (4G) at station B, and track number 0x03 (3G) at station C; train 52105 has track number 0x04 (4G) at station B, and track number 0x03 (3G) at station C; train 52107 has track number 0x02 (2G) at station A, track number 0x04 (4G) at station B, and track number 0x05 (5G) at station C.

[0021] S102, perform a validity check on the received operation grouping plan and generate verification information.

[0022] In one implementation, the received train formation plan undergoes a legality verification process. This begins by extracting information from the plan, including the plan number, number of trains, train number, station number, and track number. After receiving the train formation plan from the Centralized Dispatch Center (CTC), the Radio Block Center (RBC) performs the verification according to the logic of "extracting core information → verifying the legality of each item → summarizing the verification results," ensuring the plan can be executed safely. The RBC first extracts key information for legality verification from the received train formation plan, thus identifying the verification targets. For example, the core information extracted includes plan number 2511130001, number of trains 3, train numbers 52103 / 52105 / 52107, station numbers 0x06003212 (station A) / 0x06003222 (station B) / 0x06003232 (station C), and corresponding track numbers 0x02 (2G) / 0x04 (4G) / 0x03 (3G) / 0x05 (5G).

[0023] The system verifies the validity of the plan number, checking if it is a valid value and whether it overlaps with or is inconsistent with the currently executing plan number. It also verifies if the plan number follows a system-recognized valid format and checks for overlap or inconsistency with the currently executing RBC plan number to avoid plan conflicts. For example, if the system defaults to an 8-digit plan number format, plan number 2511130001 conforms to this format and is valid. The currently executing RBC plan number is 2511120001; since the two numbers do not overlap, the plan number verification passes. If a plan number of 2511120001 is issued and its execution content differs from the currently executing plan, it is determined to be an overlapping number and inconsistent content, and the verification fails.

[0024] The validity of the planned train quantity is verified by determining whether the planned number exceeds its own allowed limit and whether it matches the actual number of trains in the plan. On one hand, it confirms that the number of trains marked in the plan does not exceed the maximum capacity limit of the RBC (Regional Bus Control Center). On the other hand, it verifies whether the number marked in the plan matches the actual number of trains included, avoiding mismatches that could lead to scheduling chaos. For example, suppose the maximum allowed train capacity of the RBC is 10 trains, and the planned number of trains is 3, which does not exceed the limit; at the same time, the plan actually includes three trains (52103, 52105, and 52107), which matches the marked number, so the train quantity verification passes. If the planned number of trains is 5, but only 3 trains are actually included, or if the planned number is 12, exceeding the RBC capacity limit, then the verification fails.

[0025] Verify the legality of the planned train numbers to confirm whether they are valid identifiers. Ensure that each train number follows the legal identifier format uniformly stipulated by the railway transportation system, without invalid characters or illegal codes, and that the train number can be recognized by the system. For example, planned train numbers 52103, 52105, and 52107 all conform to the freight train number coding rule of "starting with 5 + 4 digits," and contain no invalid characters such as letters or special symbols; therefore, the train number verification passes. If a train number is "5210A" or "#52108," it is determined to be an illegal identifier, and the verification fails.

[0026] The system verifies the validity of station numbers along the train's route, determining whether each station number is a valid value and falls within the system's jurisdiction. First, it checks if the station number conforms to the system's preset valid encoding format. Then, it verifies whether the station is within the current RBC's jurisdictional area to prevent trains from being dispatched to non-jurisdictional areas. For example, if station numbers 0x06003212, 0x06003222, and 0x06003232 all conform to the system's preset hexadecimal valid encoding format, and a query confirms that stations A, B, and C corresponding to these three numbers are all within the current RBC's jurisdictional area, then the station number verification passes. If a station number is "0x06009999" (not a preset valid value), or if the station corresponding to that number belongs to another RBC's jurisdiction, then the verification fails.

[0027] The verification process checks the legality of track numbers along the train's route, determining whether the track number is a valid value and whether the corresponding station has the track number information. First, it checks if the track number follows the preset valid encoding format of the corresponding station. Then, it verifies whether the track corresponding to that number actually exists at the target station to prevent trains from being assigned to non-existent tracks. For example, train 52103's track number at station A is 0x02 (2G), which conforms to the valid encoding format of "0x first + 2 digits" for tracks at station A, and verification confirms that track 2G does exist at station A. Similarly, the track numbers for other trains are all valid codes for their respective stations and the tracks actually exist, therefore the track number verification passes. If train 52105's track number at station B is 0x10 (10G), but the actual maximum track number at station B is 0x08 (8G), then the track is determined to be non-existent, and the verification fails.

[0028] The system summarizes the results of all checks and generates check information. If a check passes, the execution plan is initiated; if a check fails, the specific error and its cause are noted. The RBC integrates the results of the six checks to determine whether the overall plan passes the check. If it passes, a message "Plan check passed, execution can begin" is generated; if it fails, specific errors and their causes are noted for easy correction by dispatchers. For example, if all six checks pass, a check pass message is generated, indicating that the RBC is starting to execute the train formation plan. If the check finds two issues: "Plan numbers overlap and content is inconsistent" or "A train number is an illegal identifier," a check failure message is generated, noting the errors as "Plan number" and "Train number," with the corresponding causes being "Overlapping with the currently executed plan number and content is different" and "Train number contains illegal characters," respectively.

[0029] S103 breaks down the verified train formation plan, analyzes the train running paths and merging nodes, dynamically constructs virtual train formations, and clarifies the train formation sequence at different stations.

[0030] In one implementation, the train number, station numbers, corresponding track numbers, and station sequence information of each train in the verified train formation plan are extracted. The RBC extracts key association information for each train from the verified train formation plan, providing basic data for subsequent route decomposition and formation analysis. For example, the core information of three trains is extracted, including train numbers 52103, 52105, and 52107; station numbers 0x06003212 (Station A), 0x06003222 (Station B), and 0x06003232 (Station C); corresponding track numbers 0x02 (2G), 0x04 (4G), 0x03 (3G), and 0x05 (5G); and the station sequence is arranged as "departure station → transit stations → destination station".

[0031] Based on train number breakdown, the entire operating route of each train is mapped out, clearly defining the departure station, intermediate stations, destination station, and the corresponding tracks at each station. RBC breaks down the operating plan step-by-step based on train number, mapping out the entire operating trajectory of each train, clarifying the attributes of each station (departure station / intermediate station / destination station) and the corresponding tracks, thus creating a route file for each train. For example,

[0032] Train 52103: Departure station is station A (station number 0x06003212), corresponding to track 0x02 (2G); the stop is station B (station number 0x06003222), corresponding to track 0x04 (4G); the destination station is station C (station number 0x06003232), corresponding to track 0x03 (3G). The complete route is station A 2G → station B 4G → station C 3G.

[0033] Train 52105: Departure station is B station (station number 0x06003222), corresponding track 0x04 (4G); destination station is C station (station number 0x06003232), corresponding track 0x03 (3G), the complete route is B station 4G → C station 3G.

[0034] Train 52107: Departure station is station A (station number 0x06003212), corresponding to track 0x02 (2G); the stop along the way is station B (station number 0x06003222), corresponding to track 0x04 (4G); the destination station is station C (station number 0x06003232), corresponding to track 0x05 (5G). The complete route is station A 2G → station B 4G → station C 5G.

[0035] By comparing the routes of all trains, the meeting points at each station are identified to determine whether there are any trains meeting at the same station and on the same track. RBC compares the complete routes of all trains, focusing on verifying whether there are any trains meeting at the same station and on the same track. This station is the train meeting point and is the core basis for constructing virtual train formations. For example, comparing the routes of three trains reveals that trains 52103, 52105, and 52107 all pass through track 4G (track number 0x04) at station B (station number 0x06003222) and subsequently head towards station C. Therefore, station B at track 4G is determined to be the meeting point for the three trains. Furthermore, station A at track 2G is the departure meeting point for trains 52103 and 52107.

[0036] Based on the merging node analysis results, trains that converge are dynamically incorporated into the same virtual trainset, determining the set of train numbers included in the trainset. RBC dynamically incorporates trains with merging needs into the same virtual trainset based on the merging node analysis results, clearly defining the set of train numbers included in the trainset, ensuring that trains with the basis for coordinated operation are grouped together. For example, because trains 52103, 52105, and 52107 converge at station B (4G) and subsequently travel together to station C, these three trains are incorporated into the same virtual trainset, with the train number set being {52103, 52105, 52107}.

[0037] By combining the track usage plans of each station, the train arrangement order of the virtual train formation at different stations is clarified, forming a correspondence between station, track, and formation order, thus completing the virtual train formation construction. RBC, based on the track usage plans of each station (to avoid track conflicts), sets specific train arrangement orders for the virtual train formation at different stations, forming a unique correspondence between "station-track-formation order," thus completing the virtual train formation construction. For example, at station A 2G (departure station): train 52103 departs first, followed by train 52107, with a formation order of 52103-52107. At station B 4G (merging station): train 52105 enters the track first, followed by trains 52103 and 52107 in sequence, with a formation order of 52105-52103-52107. At station C 3G (terminal station): trains 52103 and 52105 stop together, with a formation order of 52105-52103. Station C 5G (Terminal Station): Only train 52107 stops here, and the train formation is 52107.

[0038] S104 receives the onboard equipment registration information and determines whether the train number belongs to the operational formation plan of the virtual formation. If it does, the train is classified as a virtual formation train; otherwise, the train operation permit is calculated according to the normal procedure.

[0039] In one implementation, the RBC receives registration information from the onboard equipment of the train connected to the system in real time. This information includes the train's core identifier and basic operational data, which is the key basis for the RBC to identify the train's identity. For example, the RBC sequentially receives the onboard equipment registration information of three trains, including train numbers 52103, 52105, and 52107, as well as auxiliary information such as the train equipment number and registration time; simultaneously, it receives the registration information of another unplanned train with train number 52109.

[0040] The RBC extracts the train number from the onboard equipment registration information and compares it one by one with the set of train numbers in the constructed virtual formation plan to determine whether the train belongs to the virtual formation. For example, the constructed virtual formation plan contains the set of train numbers {52103, 52105, 52107}. After the RBC extracts the train number of the registered train, it compares it with this set: 52103, 52105, and 52107 are all in the set, while 52109 is not.

[0041] If the comparison results show that the train number belongs to the set of train numbers in the virtual formation plan, RBC will explicitly classify the train as a virtual formation train, and its operating permit will be calculated according to the virtual formation coordination rules. For example, trains with train numbers 52103, 52105, and 52107 are classified as virtual formation trains by RBC and included in the scope of coordination calculation management because their train numbers are all within the set of train numbers in the virtual formation plan.

[0042] If the comparison results show that the train number does not belong to the set of train numbers in the virtual formation plan, the RBC determines that the train is a non-virtual formation train and calculates its travel permit according to the normal procedure, using the conventional calculation formula corresponding to non-virtual formations. For example, train number 52109 is determined to be a non-virtual formation train because its train number is not in the set of train numbers in the virtual formation plan. The RBC calculates its travel permit according to the normal procedure using the formula "Train Permit Line Data Coverage Length LMAB = Ahead Clearance Distance LFree – Safety Protection Distance Record LSafe" to ensure its safe operation in non-cooperative mode.

[0043] S105 calculates train operation permission information based on the logic that the train has completed the clearing of the track section ahead.

[0044] In one implementation, after confirming that the train has completed the Track Clearance Logic (TAF), the train operation permission calculation process is initiated. Based on the confirmed track clearness, the Radio Block Center (RBC) calculates the train operation permission according to the logic of "status determination → mode selection → precise calculation → information integration," ensuring both safety and efficiency. The RBC first verifies that the train has completed the Track Clearance Logic (TAF). After confirming that the track ahead is unoccupied and poses no safety hazards, the train operation permission calculation process is formally initiated. For example, trains 52103 (virtual formation train) and 52109 (non-virtual formation train) have both completed the TAF logic confirmation, and the RBC initiates the train operation permission calculation process for each train.

[0045] The RBC determines the ownership status of the current train and the preceding train. If both are trains within a virtual formation and their train-to-train relationship is correct, the collaborative calculation mode is triggered. If either train is not part of a virtual formation or their train-to-train relationship is abnormal, the regular calculation mode is executed. The RBC checks the ownership status of the current train and the preceding train (whether they are within a virtual formation) and their train-to-train relationship (whether they conform to the formation order), and selects the calculation mode accordingly. For example, train 52103 (the current train) and the preceding train 52105 are both trains within a virtual formation, and their train-to-train order conforms to the formation arrangement of Station B 4G (52105-52103-52107), triggering the collaborative calculation mode. Train 52109 (the current train) has a preceding train that is not part of a virtual formation and is not within a virtual formation itself, so the regular calculation mode is executed.

[0046] In collaborative computing mode, the system extracts operating speed, track gradient, track speed, and temporary speed limit information from the preceding vehicle's position report. The following vehicle's driving permission is calculated using the formula LMA = (Ahead Clearance LFree + Leading Vehicle Braking Distance LBreak – Transmission Delay LDelay – Safety Protection Distance LSafe). In collaborative computing mode, the RBC extracts key operating data from the preceding vehicle's position report and substitutes it into a dedicated formula to calculate the following vehicle's driving permission, achieving close tracking. For example, extracting the position report data from preceding vehicle 52105: operating speed 80km / h, track gradient 2‰, track speed 100km / h, temporary speed limit 90km / h. Given: Ahead Clearance LFree = 5km, Leading Vehicle Braking Distance LBreak = 1.2km, Transmission Delay LDelay = 0.1km, Safety Protection Distance LSafe = 0.3km. Substituting into the formula, the following vehicle's permitted route coverage length LMAB = 5 + 1.2 - 0.1 - 0.3 = 5.8 km. That is, the permitted route coverage length for train 52103 is 5.8 km, including parameters such as speed and gradient in coordination with the preceding vehicle.

[0047] In the conventional calculation mode, the Radio Block Center (RBC) uses the formula LMAB = (Ahead Clearance LFree - Safety Protection Distance LSafe) to calculate the corresponding train's travel permission. In this mode, the RBC does not need to refer to the preceding train's operating data; it calculates the train's travel permission solely through this basic formula, ensuring independent and safe operation. For example, given that the ahead clearance LFree for train 52109 is 5km and the safety protection distance LSafe is 0.3km, substituting into the formula, the travel permission coverage length LMAB = 5 - 0.3 = 4.7km. Therefore, train 52109 has a travel permission coverage length of 4.7km, and its operating parameters are configured according to conventional safety standards.

[0048] The calculated route coverage length and related operating parameters are integrated to generate complete route permit information. The RBC integrates the calculated route coverage length with corresponding parameters such as operating speed, track gradient, and temporary speed limits to form complete route permit information, which is then sent to the train. For example, the complete route permit information for train 52103 is: coverage length 5.8km, maximum operating speed 80km / h, track gradient 2‰, and temporary speed limit 90km / h. The complete route permit information for train 52109 is: coverage length 4.7km, maximum operating speed 90km / h (default track speed), no special gradient restrictions, and no temporary speed limits.

[0049] S106, based on the virtual train formation plan, monitors the train operation permission range of the first car to determine the impact of the train formation plan on the station, compares the station's receiving / departure route with the planned track, if the routes are consistent, sends a non-unlocking command to the station's interlocking equipment, and sends an unlocking command after the last car passes; if the routes are inconsistent, sends an unlocking command and does not extend the train formation's operation permission. If there is a controllable non-train formation train before the non-train formation route, it calculates the operation permission to extend to the end of the route.

[0050] In one implementation, the RBC monitors in real time the travel permit extension range of the first train in the virtual trainset. Stations within the travel permit range that are designated in the plan are identified as stations affected by the trainset plan, and their route status needs to be closely monitored subsequently. For example, if the first train in the virtual trainset is train 52103, and its travel permit extends to stations A, B, and C designated in the plan, then stations A, B, and C are identified as stations affected by the trainset plan.

[0051] RBC retrieves the current train arrival or departure route information for the affected station and compares it one by one with the track information designated for that station in the virtual train formation plan to determine if they match. For example, if the current train arrival route for station B (the affected station) corresponds to track 4G (track number 0x04), which matches track 4G designated for station B in the virtual train formation plan, the matching result is "matched". However, if the current train arrival route for station C corresponds to track 6G (track number 0x06), which does not match tracks 3G and 5G designated for station C in the virtual train formation plan, the matching result is "inconsistent".

[0052] If the route matches the planned track, the RBC sends a "Do Not Unlock" command to the corresponding signal route to the Station Interlocking Equipment (CBI), keeping the route locked to allow multiple trains in the formation to pass continuously. After the last car of the formation passes the starting signal of the route, a "Allow Unlock" command is sent, and the CBI unlocks the route segment by segment. For example, if the route at Station B matches the planned track, the RBC sends a "Do Not Unlock" command to the CBI for the signal route corresponding to track 4G at Station B, ensuring that trains 52105, 52103, and 52107 enter the route sequentially. When the last car of the formation, 52107, passes the starting signal of the route at Station B, the RBC confirms that all trains in the formation have entered the route and sends a "Allow Unlock" command to the CBI, unlocking the route at Station B segment by segment.

[0053] If the route does not match the planned track, the RBC directly sends a "allow unlock" command for that route to the CBI, while simultaneously restricting the travel permission range of trains within the virtual formation, preventing it from extending to the non-formation route and avoiding trains mistakenly entering the wrong track. For example, if the route at Station C does not match the planned track, the RBC sends a "allow unlock" command for that route to the CBI, while simultaneously controlling the travel permission of trains 52103, 52105, and 52107 within the virtual formation, preventing it from extending to the non-formation route corresponding to track 6G at Station C.

[0054] The RBC (Train Control Center) simultaneously checks the status of trains ahead on non-formation routes. If a non-formation train is controllable by the system, it calculates a separate train permit for it, extending its coverage to the end of the non-formation route to ensure its normal operation. For example, if there is a non-formation train 52110 controllable by the RBC ahead on the non-formation route corresponding to track 6G at station C, the RBC calculates a train permit for train 52110, extending its coverage to the end of the non-formation route on track 6G at station C, ensuring its smooth passage.

[0055] S107 tracks the trajectory and destination of trains within the virtual train formation. When it is determined that the trains ahead and behind will enter different routes or have already reached their destinations, the train formation is deactivated. Subsequently, the train operation permit is calculated for the following train according to the formula for non-formation trains, and the station route locking and holding logic is stopped.

[0056] In one implementation, the system tracks the operational trajectory data of each train within the virtual trainset in real time, simultaneously acquiring the destination information and preset operating route of each train. The Remote Control Center (RBC) monitors the extension range of the lead train's travel permit within the virtual trainset in real time, identifying stations covered by the lead train's travel permit and designated in the operational plan as stations affected by the trainset plan. These stations require close monitoring of their route locking and unlocking status. For example, if the lead train in the virtual trainset is train 52103, and its travel permit extends to stations A, B, and C designated in the operational plan, then the RBC determines stations A, B, and C as stations affected by this virtual trainset plan.

[0057] Dynamic analysis is performed on train trajectory changes and destination attainment status to determine whether there are any trains about to enter different routes within the virtual trainset, or whether any trains have already reached their destination. The RBC retrieves the current receiving or departing route information for each affected station and compares it one by one with the track information designated for that station in the virtual trainset plan to determine whether the track corresponding to the route matches the planned track, thus forming a matching result. For example,

[0058] The current receiving route processed by Station B (affected station) corresponds to track 4G (track number 0x04), which is consistent with track 4G designated by Station B in the virtual train formation plan. The matching result is "consistent".

[0059] The current receiving route for Station C (affected station) corresponds to track 6G (track number 0x06), while the tracks designated for Station C in the virtual train formation plan are 3G (0x03) and 5G (0x05), with no track 6G. The matching result is "inconsistent".

[0060] If the conditions for train formation release are met, the virtual formation release mechanism is immediately triggered, terminating the virtual formation association status of the train. If the route matches the planned track, the RBC sends a "cannot unlock" command to the corresponding signal route to the station interlocking equipment (CBI), maintaining the route locked and allowing multiple trains within the virtual formation to continuously enter the route, achieving moving block tracking within the station. The RBC continuously monitors the passage status of the virtual formation trains. Once the head of the last car in the formation has passed the starting signal of the route, confirming that all trains in the formation have entered the route, the RBC sends a "allow unlock" command to the CBI for that route. Upon receiving the command, the CBI unlocks the route segment by segment. For example,

[0061] The route for Station B is consistent with the planned track. RBC sends a "cannot be unlocked" command to CBI for the signal track corresponding to the Station B 4G track, ensuring that trains 52105, 52103, and 52107 in the virtual formation enter the route in sequence.

[0062] After the head of the last car of train 52107 passed the starting signal of the route at Station B, the RBC confirmed that all trains in the formation had entered the route and sent a "clear unlock" command to the CBI. The route at Station B was then unlocked segment by segment.

[0063] After the virtual train formation is dismantled, when calculating the train clearance for the following train, the calculation formula for the non-formation train, LMAB = Ahead Clearance LFree – Safety Protection Distance LSafe, is switched to be used. If the route does not match the planned track, the RBC directly sends a "allow unlock" command for that route to the CBI to avoid invalid locking affecting the operation of other trains; at the same time, the train clearance range of all trains in the virtual formation is restricted, and it is not extended to the non-formation route to prevent trains from mistakenly entering the wrong track. For example, if the route at station C does not match the planned track, the RBC immediately sends a "allow unlock" command for that route to the CBI.

[0064] At the same time, the train operation permits for trains 52103, 52105, and 52107 within the virtual train formation are controlled, and they are not extended to the non-train formation route corresponding to track 6G at station C, ensuring that the trains only travel on the planned track.

[0065] The locking and maintenance logic for relevant routes within the station is simultaneously stopped, and no more route locking control commands are sent to the station interlocking equipment. The RBC simultaneously checks the train status ahead of the non-formation route. If a non-formation train controllable by this system exists, a separate train operation permit is calculated for it, extending the permit coverage to the end of the non-formation route to ensure the normal passage of the non-formation train. For example, ahead of the non-formation route corresponding to track 6G at station C, there is non-formation train 52110 controllable by the RBC.

[0066] RBC calculates the travel permission for train 52110, extending its coverage to the end of the non-marshalling route on track 6G at station C, ensuring that train 52110 can pass through this route smoothly.

[0067] In one implementation, such as Figure 2 As shown, this application also provides a collaborative computing device for train permission in a radio block center based on a train formation plan, comprising:

[0068] The acquisition module 201 is used to receive the operation and formation plan issued by the centralized dispatching system, including the plan number for this time period, the number of trains, the train number, the number of stations passed by each train, the station number and the corresponding track number;

[0069] Processing module 202 is used to verify the legality of the received train formation plan and generate verification information; decompose the verified train formation plan, analyze the running paths and merging nodes of each train, dynamically construct virtual train formations, and clarify the train formation order at different stations; receive onboard equipment registration information, determine whether the train number belongs to the train formation plan with the virtual formation already constructed, if it does, classify the train as a virtual formation train, if not, calculate the train permit according to the normal process; calculate the train permit information based on the logic of the track section ahead being clear; and monitor the train permit of the first train based on the virtual formation plan. The scope is determined by the impact of the train formation plan on the station. The station's receiving / departure route is compared with the planned track. If the routes match, a non-unlocking command is sent to the station's interlocking equipment. After the last train passes, an unlocking command is sent. If the routes do not match, an unlocking command is sent and the train formation's operating permit is not extended. If there is a controllable non-formation train ahead of the non-formation route, the operating permit extended to the end of that route is calculated for it. The trajectory and destination of trains within the virtual formation are tracked. When it is determined that the preceding and following trains will enter different routes or have already reached their destinations, the formation state is deactivated. Subsequently, the operating permit for the following train is calculated according to the non-formation train formula, and the station's route locking and holding logic is stopped.

[0070] The computer-readable storage medium provided in the above embodiments of this application and the wireless block center traffic permission collaborative calculation method based on the running group plan provided in the embodiments of this application are based on the same inventive concept and have the same beneficial effects as the methods adopted, run or implemented by the application stored therein.

[0071] The various embodiments in this application are described in a related manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the embodiments for evaluating the collaborative calculation method, electronic device, electronic device, and readable storage medium for radio block center traffic permission based on operational formation planning are basically similar to the embodiments of the collaborative calculation method for radio block center traffic permission based on operational formation planning described above, and are therefore described simply. Relevant parts can be referred to in the descriptions of the embodiments of the collaborative calculation method for radio block center traffic permission based on operational formation planning described above.

Claims

1. A method for collaborative calculation of train movement permits in a radio block center based on a running formation plan, characterized in that, include: Receive the operation and formation plan issued by the centralized dispatching system, including the plan number for this time period, the number of trains, the train number, the number of stations each train passes through, the station numbers, and the corresponding track numbers; The received operation grouping plan is validated for legality, and validation information is generated. The verified train formation plan is broken down, the train running paths and merging nodes are analyzed, the virtual train formation is dynamically constructed, and the train formation sequence at different stations is clarified. Receive onboard equipment registration information, determine whether the train number belongs to the operation formation plan of the virtual formation. If it does, classify the train as a virtual formation train. If it does not, calculate the train operation permit according to the normal procedure. Based on the logic of calculating the train's operating permit information after the train completes the clearing of the track section ahead; Based on the virtual train formation plan, the train operation permission range of the first car is monitored to determine the impact of the train formation plan on the station. The station's receiving / departure route is compared with the planned track. If the routes are consistent, a non-unlocking command is sent to the station's interlocking equipment. After the last car passes, an unlocking command is sent. If the routes are inconsistent, an unlocking command is sent and the train operation permission of the train formation is not extended. If there is a controllable non-train formation train before the non-train formation route, the train operation permission extended to the end of the route is calculated for it. Track the trajectory and destination of trains within the virtual train formation. When it is determined that the trains ahead and behind will enter different routes or have already reached their destinations, the train formation is deactivated. Subsequently, the train operation permit is calculated for the following train according to the formula for non-formation trains, and the station route locking and holding logic is stopped.

2. The method as described in claim 1, characterized in that, The received operation grouping plan is validated for legality, and validation information is generated, including: The legality of the received train operation plan is verified by first extracting the plan number, number of trains, train number, station number, and track number information from the plan. Verify the validity of the plan number, and determine whether the plan number is a valid value, whether it overlaps with the currently executed plan number, and whether the content is inconsistent. Verify the legality of the planned number of trains, and determine whether the planned number of trains exceeds its own allowed limit and whether it is consistent with the actual number of trains in the plan; Verify the legality of the planned train number and confirm whether the train number is a valid identifier; Verify the legality of the station numbers that the train passes through in the plan, and determine whether the station numbers are valid values ​​and whether they are within its jurisdiction. Verify the legality of the track numbers that the trains pass through in the plan, and determine whether the track number is a valid value and whether the corresponding station has the track number information. Summarize the results of each verification and generate verification information. If the verification passes, start the execution plan. If the verification fails, mark the specific error and the corresponding reason.

3. The method as described in claim 2, characterized in that, The validated train formation plan is broken down, and the running paths and merging nodes of each train are analyzed. Virtual train formations are dynamically constructed, and the train formation sequence at different stations is determined, including: Extract the train number, station number, corresponding track number, and station sequence information of each train in the verified train formation plan; Based on the train number, the plan is to break down the train one by one, sort out the complete operation path of each train, and clarify the departure station, intermediate stations, terminal station and the corresponding track of each station. By comparing the running paths of all trains, the meeting points of trains at each station are identified, and it is determined whether there are any trains running at the same station or on the same track. Based on the analysis results of the merging nodes, trains that are running at the same intersection are dynamically included in the same virtual train formation, and the set of train numbers included in the train formation is determined. By combining the track usage plans of each station, the train arrangement order of the virtual train formation at different stations is determined, forming a correspondence between station, track, and train formation order, thus completing the construction of the virtual train formation.

4. The method as described in claim 1, characterized in that, Based on the train's completion of the clearing of the track section ahead, the train's operating permit information is calculated, including: Once the train has confirmed that the preceding track section is clear, the train operation permit calculation process is initiated. Determine the ownership status of this train and the train in front. If both are trains in the virtual train formation and the relationship between the trains in front and behind is correct, trigger the collaborative calculation mode; if either train does not belong to the virtual train formation or the relationship between the trains in front and behind is abnormal, execute the normal calculation mode. In collaborative computing mode, the operating speed, track gradient, track speed and temporary speed limit information in the position report of the preceding vehicle are extracted, and the driving permission of the following vehicle is calculated using the formula LMA = forward free distance LFree + preceding vehicle braking distance LBreak – transmission delay LDelay – safety protection distance LSafe. In the conventional calculation mode, the radio block center system uses the formula LMAB = forward clear distance LFree – safety protection distance LSafe to calculate the corresponding train's train permission; The calculated route coverage length and related operating parameters are integrated to generate complete route permit information.

5. The method as described in claim 1, characterized in that, Based on the virtual train formation plan, the train departure permission range of the first car is monitored to determine the impact of the train formation plan on stations. The station's receiving / departure routes are compared with the planned tracks. If the routes match, a non-unlocking command is sent to the station's interlocking equipment; an unlocking command is sent after the last car has passed. If the routes do not match, an unlocking command is sent without extending the train formation's departure permission. If there is a controllable non-train formation ahead of the non-train formation route, the train departure permission extended to the end of that route is calculated, including: Based on the virtual train formation plan, the extension range of the train operation permit of the first car in the train formation is monitored in real time, and the planned designated station covered by the train operation permit of the first car is determined to be the station affected by the train formation plan. Retrieve the receiving / departure route information that affects the station's current operations, compare it with the track information specified in the virtual train formation plan, and clarify the matching result between the route and the planned track. If the comparison results are consistent, the wireless block center system sends a command to the station interlocking equipment that the corresponding signal route cannot be unlocked, continuously monitors the passing status of the virtual train formation, and sends a command to the station interlocking equipment that allows unlocking after the last car has passed the starting signal of the route. If the comparison results are inconsistent, the wireless block center system will directly send the route unlocking command to the station interlocking equipment, and at the same time restrict the driving permission range of trains in the virtual formation, and not extend it to the non-formation route. Simultaneously check the status of trains ahead on the non-formation route. If there is a non-formation train that the system can control, calculate the train operation permit for the non-formation train and extend its coverage to the end of the non-formation route.

6. The method as described in claim 5, characterized in that, Track the trajectory and destination of trains within the virtual train formation. When it is determined that the preceding and following trains will enter different routes or have already reached their destinations, the train formation is deactivated. Subsequently, the train's travel permit is calculated for the following train according to the formula for non-formation trains, and the station route locking and holding logic is stopped, including: Real-time tracking of the running trajectory data of each train in the virtual train formation, and synchronous acquisition of the destination information and preset running path of each train; Dynamic analysis of train trajectory changes and destination attainment status is conducted to determine whether there are trains in the virtual trainset that are about to enter different routes or whether a train has already reached its destination. If the conditions for train formation removal are met, the virtual formation removal mechanism will be triggered immediately to terminate the virtual formation association status of the train. After the virtual train formation is dismantled, when calculating the train operation permission for the following train, the calculation formula corresponding to the non-formation train, LMAB = forward clearance distance LFree – safety protection distance LSafe, is switched to be executed. The locking and holding logic for relevant routes within the station is simultaneously stopped, and no more control commands related to route locking are sent to the station's interlocking equipment.

Images