Dispatching centralized systems, methods, media, and devices for multi-block mode scenarios

Abstract

The application discloses a dispatching centralized method and system for multi-block mode scenes, comprising: S1, acquiring real-time running data of multiple online running trains through a train-ground communication module; the running data contains various block mode information; S2, generating train number display instructions and tracking driving logic corresponding to trains of corresponding block modes through a data fusion processor based on the real-time running data; S3, a display control module receives the train number display instructions, and controls a station diagram interface to display the train numbers of each online running train in a patternized manner; S4, a train number tracking module receives tracking driving logic from the data fusion processor, and performs differential train number tracking on the station diagram interface; and S5, an automatic route triggering module is used to trigger adaptive routes for the trains after differential train number tracking. The application can adapt to different block mode scenes, perform differential tracking display, and better trigger routes.

Description

Technical Field

[0001] This invention relates to the field of railway transportation scheduling and control technology, and in particular to a centralized scheduling system, method, medium and equipment for multi-block mode scenarios. Background Technology

[0002] The Centralized Traffic Control (CTC) system is the core equipment for railway traffic dispatching and command. It is responsible for centralized control of signaling equipment within a section and direct command of train operations. Block signaling is the fundamental technology for ensuring safe train intervals, and various systems have been developed, including fixed block, moving block, and inter-station block. With technological upgrades and network improvements, a common scenario is the mixed operation of multiple block systems on a single line (e.g., the main body of the line is fixed block, some sections are converted to moving block, and certain sections retain inter-station block). However, existing CTC systems are usually designed and configured for a single block system (such as fixed block). Their train number tracking, display logic, and route triggering mechanisms are all strongly bound to this specific mode, making it difficult to adapt to the requirements of mixed block scenarios. Their main inherent defects are as follows: 1. The train number tracking and display logic is simplistic and cannot adapt to the characteristics of moving block signaling. The existing CTC (Centralized Traffic Control) system relies solely and rigidly on the "occupancy / clearance status of track circuits" as the driving force. The train number changes according to the red light band status (occupancy / clearance) of the physical block section and strictly adheres to the "one train per section" display principle. This logic directly conflicts with the core characteristics of moving block signaling: "continuous tracking based on high-precision position reports" and "allowing multiple trains to track and run within the same physical block section." In mixed block sections, the position of moving block trains cannot be accurately and continuously tracked and displayed, resulting in dispatchers being unable to grasp their precise dynamics and creating a situational awareness "blind spot."

[0003] 2. The route triggering mechanism lacks mode adaptability, impacting efficiency and safety. The existing CTC's automatic route triggering mechanism uses a fixed physical block section as the smallest unit for triggering, and the pre-trigger safety checks (such as signal status checks) apply equally to all trains. This is incompatible with the safety control logic of different block modes. For example, moving block trains may allow more flexible triggering, while station block trains must be in a specific signal lit state to depart. The system cannot perform differentiated triggering, necessitating increased manual intervention or the adoption of a universally conservative strategy to ensure safety, sacrificing operational and train running efficiency.

[0004] Therefore, there is an urgent need for a centralized scheduling system and method that can automatically sense the real-time block mode of trains and dynamically adjust the core scheduling logic according to the mode, in order to overcome the above problems.

[0005] The statements herein provide only background information in relation to this invention and do not necessarily constitute prior art. Summary of the Invention

[0006] The purpose of this invention is to provide a centralized scheduling system and method for multi-block mode scenarios, so as to overcome the problems of simple train number tracking and display logic and lack of mode adaptability of route triggering mechanism in the prior art.

[0007] To achieve the above objectives, this invention provides a centralized scheduling method for multi-block mode scenarios. This method is used to display and track train numbers and adaptively trigger train routes, and includes the following steps: Step S1: Obtain real-time operation data of multiple online trains through the vehicle-to-ground communication module; the operation data includes real-time block mode information, train number, current train location, kilometer marker, and train length information; the block mode information includes fixed block mode information, moving block mode information, and station block mode information. Step S2: Based on the real-time operation data of each train, the data fusion processor generates the train number display instruction and tracking drive logic corresponding to the corresponding block mode. Step S3: The display control module receives the train number display instruction and controls the station map interface to display the train number of each online train in a patterned manner. Step S4: The train number tracking module receives the tracking drive logic from the data fusion processor, performs differentiated train number tracking on the station map interface for trains identified as moving block mode / fixed block mode / inter-station block mode, and displays the train number tracking results on the station map interface through the display control module. Step S5: Based on the differentiated tracking results on the station map interface, adaptive route triggering is performed on the trains after differentiated train number tracking is executed through the automatic route triggering module.

[0008] Optionally, in step S1, the block mode information is obtained from the wireless block center and the train control center; the train number, current train location, kilometer marker, and train length information are obtained from the onboard equipment.

[0009] Optionally, step S2 further includes: Identify the real-time block mode information carried by each train. If a train carries moving block mode information, it is determined to be a train in moving block mode; if a train carries fixed block mode information, it is determined to be a train in fixed block mode; if a train carries station-to-station block mode information, it is determined to be a train in station-to-station block mode.

[0010] Optionally, the step S3 of displaying the train number in a patterned manner includes: For trains identified as moving block mode, their train number is displayed in italics, and / or a preset suffix character is added to the end of the train number for identification.

[0011] Optionally, in step S4, for trains identified as being in a fixed block mode, the train tracking process is as follows: S401 obtains track section occupancy or clearance status information from the train control center and interlocking system through the vehicle-to-ground communication module and sends it to the data fusion processor; S402, when the train number tracking module obtains the status information of the track section being occupied and the block mode information of the train from the data fusion processor, which is a fixed block mode, it sends the instruction to "generate the first light strip" to the station map interface through the display control module, and the first light strip appears on the corresponding track section on the station map interface. S403 uses the "reverse search" algorithm built into the train number tracking module to search the reverse adjacent segments of the currently occupied track segment, find the nearest occupied segment with a train number, and "move" its train number to the currently occupied track segment for display.

[0012] Optionally, in step S4, for a train identified as being in moving block mode, the train tracking process is as follows: S411, the track section occupancy or clearance status information from the train control center and interlocking system is obtained through the vehicle-to-ground communication module and sent to the data fusion processor; when the train number tracking module obtains the track section occupancy status information and the train's block mode information from the data fusion processor (moving block mode), it sends the "generate second light strip" command to the station map interface through the display control module, and the corresponding track section in the station map interface displays the second light strip; S412, for the inter-station block section of the track segment where the second light band appears, the inter-station block section is divided into multiple consecutive "logical partitions". S413, the train number tracking module acquires the train location, real-time kilometer marker and vehicle length information stored in the data fusion processor, and uses a third light strip to mark the vehicle body position of the train located in the track section; S414 When the third light strip moves from the second logical partition to the third logical partition, a "reverse search" is initiated, that is, a search is initiated from the second logical partition to the first logical partition to find the train number associated with the most recently occupied logical partition, and then "moves" it to the second logical partition that the train has just entered, so as to track the train cars and their train numbers of multiple trains located in different logical partitions within the inter-station block section.

[0013] Optionally, in step S4, for trains identified as being in inter-station block mode, the train tracking process is as follows: S421 obtains track section occupancy or clearance status information from the train control center and interlocking system through the vehicle-to-ground communication module and sends it to the data fusion processor; S422, when the train number tracking module obtains the status information of the occupied track section and the block mode information of the train from the data fusion processor, which is the inter-station block mode, it sends the instruction to "generate the fourth light strip" to the station map interface through the display control module. When the fourth light strip appears on the corresponding track section on the station map interface, the tracking of the train number is started.

[0014] Optionally, in step S5, the adaptive path triggering includes: For trains in inter-station block mode, check whether the relevant entry and exit signals for the route are lit; if not, suppress route triggering and generate an alarm message; if yes, execute route triggering. For trains in fixed block or moving block mode, route triggering is performed based on the time and / or location conditions in the train schedule.

[0015] This invention also provides a centralized scheduling system for multi-block mode scenarios, used to implement the aforementioned centralized scheduling method. The system includes: The vehicle-to-ground communication module is connected to the wireless block center, train control center, and onboard equipment to acquire real-time operation data of multiple online trains. The operation data includes real-time block mode information, train number, current train location, kilometer marker, and train length information. The real-time block mode information includes fixed block mode information, moving block mode information, and station block mode information. The data fusion processor, connected to the vehicle-to-ground communication module, is used to process the real-time operation data of each train and generate train number display instructions and tracking drive logic corresponding to the corresponding block mode based on the operation data. The display control module, connected to the data fusion processor, is used to display the train number in a patterned manner on the station map interface according to the train number display instruction. The train number tracking module is connected to the data fusion processor and the display control module. It is used to perform differentiated train number tracking operations according to the tracking drive logic and display them on the station map interface through the display control module. The automatic route triggering module communicates with the station map interface to generate corresponding route triggering instructions based on the train tracking results for different block modes displayed on the station map interface.

[0016] Optionally, the vehicle-to-ground communication module is also connected to the interlocking system to obtain track section occupancy or clearance status information through the train control center and the interlocking system.

[0017] Optionally, for trains in moving block mode, the station map interface displays the following patterned identifiers: The train number of this mode is displayed in italics, and / or a preset suffix character is added to the end of the train number.

[0018] Optionally, the train number tracking module is configured as follows: After receiving the track section occupancy status information, the display control module sends the instruction to "generate the first light band / second light band / fourth light band" to the station map interface so that the first red light band / second red light band / fourth light band appears on the corresponding track section on the station map interface.

[0019] Optionally, the train number tracking module is further configured to: Once the second light strip appears on the station map interface, based on the received current train location, kilometer marker, and train length information, the display control module sends a "generate third light strip" command to the station map interface again. This dynamically overlays the second light strip to generate a third light strip representing the train's position and displays the train number on the third light strip.

[0020] Optionally, the automatic route triggering module is configured as follows: For trains with inter-station block mode, before route triggering, the lighting status of the relevant entry and exit signals of the route is forcibly checked, and the route triggering or alarm is executed according to the check results. For trains using moving block or fixed block signaling, routes are triggered based on train schedule information.

[0021] The present invention also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the aforementioned scheduling and centralization method.

[0022] The present invention also provides an electronic device, including a processor and a memory, wherein a computer program is stored in the memory, and when the processor executes the computer program, it implements the aforementioned scheduling and centralization method.

[0023] In summary, compared with the prior art, the present invention has the following beneficial effects: 1. The present invention provides a centralized scheduling system and method for multi-block mode scenarios. Through real-time perception and differentiated rule execution based on train “block mode” labels, the system can automatically and transparently switch seamlessly between different block logics, realizing integrated, intelligent and efficient scheduling of hybrid block lines.

[0024] 2. The present invention provides a centralized scheduling system and method for multi-block mode scenarios, which breaks the traditional CTC display limitation of "one train per zone" and allows multiple moving block trains to be accurately tracked and displayed in the same zone, which can greatly improve the train tracking density and line throughput capacity of the section.

[0025] 3. The present invention provides a centralized dispatching system and method for multi-block mode scenarios. Through differentiated display (such as italics and suffixes) and fused display (red light band + green light band), dispatchers can identify train attributes and grasp their precise location at a glance, which greatly enhances the depth and clarity of situational awareness, reduces cognitive load and the risk of human misjudgment, and improves the accuracy of dispatching decisions. Attached Figure Description

[0026] Figure 1 This is the execution logic diagram of the scheduling and centralization method of the present invention; Figure 2 This is a system block diagram of the centralized scheduling system of the present invention. Detailed Implementation

[0027] The present invention will be further described in detail below with reference to the accompanying drawings and preferred embodiments. The advantages and features of the present invention will become clearer from the following description. It should be noted that the drawings are in a very simplified form and use non-precise proportions, and are only used to facilitate and clearly illustrate the embodiments of the present invention. Please refer to the accompanying drawings to make the objectives, features, and advantages of the present invention more apparent and understandable. It should be understood that the structures, proportions, sizes, etc., depicted in the accompanying drawings are only used to complement the content disclosed in the specification, for those skilled in the art to understand and read, and are not intended to limit the implementation conditions of the present invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportional relationships, or adjustments to the size, without affecting the effects and objectives achieved by the present invention, should still fall within the scope of the technical content disclosed in the present invention.

[0028] This invention provides a centralized scheduling system for multi-block mode scenarios, such as... Figure 2 As shown, it includes: a vehicle-to-ground communication module, a data fusion processor, a display control module, a train number tracking module, and an automatic route triggering module.

[0029] The vehicle-to-ground communication module is connected to the Radio Block Center (RBC), Train Control Center (TCC), and onboard equipment to acquire real-time operation data of multiple online trains. This operation data includes real-time block mode information, train number, current train location, kilometer marker, and train length information. The real-time block mode information is acquired from the RBC and TCC; the train number, current train location, kilometer marker, and train length information are acquired from the onboard equipment. The real-time block mode information includes fixed block mode information, moving block mode information, and station-to-station block mode information. The vehicle-to-ground communication module is also connected to the interlocking system to acquire track section occupancy or clearance status information through the TCC and the interlocking system.

[0030] The data fusion processor is connected to the vehicle-to-ground communication module to store real-time operating data and track section occupancy or clearance status information for each train, and to identify the block mode to which the corresponding train belongs based on the real-time operating data, and to generate a display command for the train number corresponding to that train.

[0031] The display control module is connected to the data fusion processor and is used to display the train number in a corresponding patterned manner on the station map interface according to the train number display instruction.

[0032] The train number tracking module is connected to the data fusion processor and the display control module to receive track section occupancy or clearance status information and the block mode to which the identified train belongs, so as to form tracking drive logic for trains in different block modes and execute differentiated train number tracking operations, which are then displayed on the station map interface through the display control module.

[0033] The automatic route triggering module is communicatively connected to the station map interface to generate corresponding route triggering instructions based on the train tracking results for different block modes displayed on the station map interface.

[0034] The on-board equipment uses differential positioning technology, combined with a trackside positioning transponder and speed sensor, to acquire precise positioning information of the train at the centimeter to meter level.

[0035] The display control module can control the station map interface to display patterned labels, specifically: For trains in fixed block mode and trains in inter-station block mode, the conventional train number display method is used for identification; for trains in moving block mode, their train number is displayed in italics and / or a preset suffix character is added to the end of the train number.

[0036] The train number tracking module performs differentiated train number tracking operations, and its execution logic is as follows: For trains operating in fixed block mode, upon receiving track section occupancy status information, the display control module sends a "generate first light strip" command to the station map interface. The first light strip is then displayed on the corresponding track section on the station map interface, and the train numbers of multiple trains entering that track section are also displayed on the first light strip. Conversely, upon receiving track section clearing status information, the display control module sends a "cancel first light strip" command to the station map interface, and the first light strip is then turned off on the corresponding track section on the station map interface. In other words, for trains operating in fixed block mode, the track section occupancy or clearing status information (corresponding to the lighting / extinguishing of the first light strip on the track section) serves as the tracking drive source.

[0037] It should be noted that for trains in the fixed block mode, the block section between stations is divided into multiple block sections, and only one train is allowed to enter the same block section. Therefore, multiple trains are allowed to enter different block sections for the same block section.

[0038] For trains operating in moving block mode, after receiving track section occupancy status information, the display control module sends a "generate second light strip" command to the station map interface, and then displays the second light strip on the corresponding track section on the station map interface. Once the second light strip appears on the station map interface, the data fusion processor sends the stored "current train location, kilometer marker, and train length information" to the train number tracking module. Based on the received train location, kilometer marker, and train length information, the train number tracking module again sends a "generate third light strip" command to the station map interface, and then dynamically overlays a third light strip representing the train's position onto the second light strip, displaying the train numbers of multiple trains entering the track section on the third light strip. In other words, for trains operating in moving block mode, the movement of the third light strip associated with the train's position serves as the tracking drive.

[0039] It should be noted that for trains in moving block mode, the block section between stations is divided into multiple block sections, and multiple trains are allowed to enter the same block section. Therefore, multiple trains are allowed to enter multiple different block sections for this block section between stations.

[0040] For trains operating in inter-station block signaling mode, upon receiving track section occupancy status information, the display control module sends a "generate fourth light strip" command to the station map interface. The fourth light strip is then displayed on the corresponding track section on the station map interface, and the train number is associated with it. Conversely, upon receiving track section clearing status information, the display control module sends a "cancel fourth light strip" command to the station map interface, and the fourth light strip is then deactivated on the corresponding track section on the station map interface. In other words, for trains operating in inter-station block signaling mode, the track section occupancy or clearing status information (corresponding to the fourth light strip being on / off on the track section) serves as the tracking drive source.

[0041] It should be noted that for trains in the inter-station block mode, there is only one block section in the inter-station block section, and only one train is allowed to enter the block section. Therefore, only one train is allowed to enter this one block section in the inter-station block section.

[0042] Based on the differentiated tracking results from the station map interface, the automatic route triggering module is configured as follows: For trains with inter-station block signaling mode, i.e. trains displayed on the station map interface with the fourth light strip as the tracking drive source, before route triggering, the lighting status of the relevant entry and exit signals of the route is forcibly checked, and the route triggering or alarm is executed according to the check results. For trains with a block mode of moving block or fixed block, i.e., trains on the station map interface that use the first light strip as the tracking drive source, and trains that use the second light strip superimposed with the third light strip as the tracking drive source, routes are triggered based on train plan information.

[0043] like Figure 1 As shown, the present invention also provides a centralized scheduling method for multi-block mode scenarios, which is implemented based on the centralized scheduling system. This centralized scheduling method is used to display and track train numbers and adaptively trigger train routes. The centralized scheduling method includes the following steps: Step S1: Obtain real-time operation data of multiple online trains through the vehicle-to-ground communication module.

[0044] The operational data includes real-time block mode information, train number, current train location, kilometer marker, and train length information; the block mode information includes fixed block mode information, moving block mode information, and inter-station block mode information. Specifically, the vehicle-ground communication module continuously receives real-time data packets from the Radio Block Center (RBC) and the Train Control Center (TCC), and extracts the real-time block mode information of each on-line train that at least includes one of the fixed block mode, the moving block mode, and the station-to-station block mode. The vehicle-ground communication module obtains the train number, the current train position, the kilometer marker, and the car body length information from the on-vehicle equipment through the vehicle-ground wireless communication channel.

[0045] Step S2: Based on the obtained real-time operation data of each train, a train number display instruction corresponding to the corresponding block mode is generated by the data fusion processor. The step S2 further includes: identifying the real-time block mode information carried in each train. If the train carries the moving block mode information, it is determined as a train in the moving block mode; if the train carries the fixed block mode information, it is determined as a train in the fixed block mode; if the train carries the station-to-station block mode information, it is determined as a train in the station-to-station block mode.

[0046] Step S3: The display control module receives the train number display instructions corresponding to different block modes, and controls the station yard map interface to perform patterned identification display on the train numbers of each on-line running train. Specifically, the patterned identification display in the step S3 includes: First, the display control module receives the first train number display instruction to control the station yard map interface to identify the train in the fixed block mode by using the conventional train number display method.

[0047] Second, the display control module receives the second train number display instruction to control the station yard map interface to display the train number of the train in the moving block mode in italic form and / or add a preset suffix character at the end of the train number for identification.

[0048] In a specific embodiment of the present invention, the character "Yi" is added at the end of the train number for identification.

[0049] Third, the display control module receives the third train number display instruction to control the station yard map interface to identify the train in the station-to-station block mode by using the conventional train number display method.

[0050] Step S4: The train number tracking module receives the information on the occupancy or clearance status of the track section and the identified block mode information of the train from the data fusion processor, forms a tracking drive logic for trains in different block modes, and performs differential train number tracking on the trains identified as moving block mode trains / fixed block mode trains / station-to-station block mode trains on the station yard map interface. For trains identified as using a fixed block mode, the inter-station block section is divided into multiple block sections, and only one train is allowed to enter the same block section. Therefore, multiple trains are allowed to enter different block sections for the same inter-station block section. The train performs the tracking process according to the corresponding tracking drive logic as follows: S401 obtains track section occupancy or clearance status information from the train control center and interlocking system through the vehicle-to-ground communication module and sends it to the data fusion processor.

[0051] S402, when the train number tracking module obtains the status information of the occupied track section and the block mode information of the train from the data fusion processor, which is a fixed block mode, it sends the instruction of "generating the first light band" to the station map interface through the display control module. When the first light band appears on the corresponding track section on the station map interface, the tracking of the train number is started.

[0052] S403 uses the "reverse search" algorithm built into the train number tracking module to search for the adjacent reverse sections (i.e., adjacent track sections opposite to the direction of train operation) of the currently occupied track section, finds the most recent occupied section with a train number, and "moves" its train number to the currently occupied track section for display, so as to track the train numbers of multiple trains located in different block sections within the inter-station block section.

[0053] The tracking process uses the occupancy / clearance status of track sections as the tracking drive source, causing the first light band to light up / off between track sections, and ensuring that each track section is associated with only one train number.

[0054] For trains identified as using moving block mode, the inter-station block section is divided into multiple block sections, and multiple trains are allowed to enter the same block section. Therefore, multiple trains are allowed to enter multiple different block sections for this inter-station block section. The train tracking process is as follows: S411, the track section occupancy or clearance status information from the train control center and interlocking system is obtained through the vehicle-to-ground communication module and sent to the data fusion processor; when the train number tracking module obtains the track section occupancy status information and the train's block mode information from the data fusion processor (moving block mode), it sends the "generate second light strip" command to the station map interface through the display control module, and the corresponding track section in the station map interface displays the second light strip; S412, for the inter-station block section of the track segment where the second light band appears, the inter-station block section is divided into multiple consecutive "logical partitions". S413, the train number tracking module acquires the train location, real-time kilometer marker and vehicle length information stored in the data fusion processor, and identifies the vehicle body position of the train located in the track section with a third light strip. When the third light strip moves, the tracking of multiple train numbers is started. S414, when the train's third light strip has moved from the second logical partition to the third logical partition, the train number tracking module starts a "reverse search," that is, searching from the second logical partition towards the first logical partition to find the train number associated with the most recently occupied logical partition, and "moving" it to the second logical partition that the train has just entered, so as to track the train bodies and their train numbers of multiple trains located in different logical partitions within the inter-station block section; wherein, the third logical partition is distributed in front of the first logical partition along the train's running direction; the first logical partition is distributed behind the first logical partition along the opposite direction of the train's running direction.

[0055] The tracking process uses the movement of a third light strip associated with the vehicle's position as the tracking drive, allowing the generation and tracking of train numbers located in multiple logical partitions within the same track segment.

[0056] For trains identified as using the inter-station block signaling mode, there is only one block section within the inter-station block section, and only one train is allowed to enter that block section. Therefore, only one train is allowed to enter this single block section for that inter-station block section. The train tracking process is as follows: S421 obtains track section occupancy or clearance status information from the train control center and interlocking system through the vehicle-to-ground communication module and sends it to the data fusion processor; S422, when the train number tracking module obtains the status information of the occupied track section and the block mode information of the train from the data fusion processor, which is the inter-station block mode, it sends the instruction to "generate the fourth light strip" to the station map interface through the display control module. When the fourth light strip appears on the corresponding track section on the station map interface, the tracking of the train number is started. This tracking method is the conventional tracking method.

[0057] Step S5: Based on the differentiated tracking results on the station map interface, adaptive route triggering is performed on the trains after differentiated train number tracking is executed through the automatic route triggering module.

[0058] Specifically, for trains operating in block signaling mode, a mandatory check is performed to ensure that the relevant entry and exit signals for the route are lit. If the signal is off, automatic route triggering is immediately suppressed, and an alarm message is generated to alert the dispatcher; if the signal is lit, route triggering is executed.

[0059] For trains in fixed block or moving block mode, route triggering is performed based on the time and / or location conditions in the train schedule. Furthermore, for trains in moving block mode, the minimum judgment unit for route triggering can be optimized to: judging based on the logical partition (i.e., the range corresponding to the third light strip) defined by the precise location information of the train within the block section protected by the signal triggering the route, thereby achieving more precise triggering control than for trains in fixed block mode.

[0060] The present invention also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the aforementioned scheduling and centralization method.

[0061] The present invention also provides an electronic device, including a processor and a memory, wherein a computer program is stored in the memory, and when the processor executes the computer program, it implements the aforementioned scheduling and centralization method.

[0062] In summary, the present invention provides a centralized dispatching system and method for multi-block mode scenarios, which enables the CTC to automatically sense the current train operation mode and dynamically switch the train number processing logic and route triggering strategy based on this, thereby realizing intelligent and integrated dispatching and command, and improving the overall operating efficiency and safety of mixed lines.

[0063] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0064] In the description of this invention, it should be understood that the terms "center," "height," "thickness," "upper," "lower," "vertical," "horizontal," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0065] In the description of this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0066] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0067] Although the present invention has been described in detail through the preferred embodiments above, it should be understood that the above description should not be considered as a limitation of the present invention. Various modifications and substitutions to the present invention will be apparent to those skilled in the art after reading the above description. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A centralized scheduling method for multi-block mode scenarios, characterized in that, The centralized scheduling method is used to display and track train numbers and adaptively trigger train routes, and includes the following steps: Step S1: Obtain real-time operation data of multiple online trains through the vehicle-to-ground communication module; the operation data includes real-time block mode information, train number, current train location, kilometer marker, and train length information; the block mode information includes fixed block mode information, moving block mode information, and station block mode information. Step S2: Based on the real-time operation data of each train, the data fusion processor generates the train number display instruction and tracking drive logic corresponding to the corresponding block mode. Step S3: The display control module receives the train number display instruction and controls the station map interface to display the train number of each online train in a patterned manner. Step S4: The train number tracking module receives the tracking drive logic from the data fusion processor, performs differentiated train number tracking on the station map interface for trains identified as moving block mode / fixed block mode / inter-station block mode, and displays the train number tracking results on the station map interface through the display control module. Step S5: Based on the differentiated tracking results on the station map interface, adaptive route triggering is performed on the trains after differentiated train number tracking is executed through the automatic route triggering module.

2. The scheduling and centralization method as described in claim 1, characterized in that, In step S1, the block mode information is obtained from the wireless block center and the train control center; the train number, current train location, kilometer marker, and train length information are obtained from the onboard equipment.

3. The scheduling and centralization method as described in claim 1, characterized in that, Step S2 further includes: Identify the real-time block mode information carried by each train. If a train carries moving block mode information, it is determined to be a train in moving block mode; if a train carries fixed block mode information, it is determined to be a train in fixed block mode. If a train carries information about the inter-station block mode, it is determined to be a train operating under the inter-station block mode.

4. The scheduling and centralization method as described in claim 3, characterized in that, The step S3 of displaying the train number in a patterned manner includes: For trains identified as moving block mode, their train number is displayed in italics, and / or a preset suffix character is added to the end of the train number for identification.

5. The scheduling and centralization method as described in claim 3, characterized in that, In step S4, for trains identified as being in a fixed block mode, the train tracking process is as follows: S401 obtains track section occupancy or clearance status information from the train control center and interlocking system through the vehicle-to-ground communication module and sends it to the data fusion processor; S402, when the train number tracking module obtains the status information of the track section being occupied and the block mode information of the train from the data fusion processor, which is a fixed block mode, it sends the instruction of "generating the first light strip" to the station map interface through the display control module, and the first light strip appears on the corresponding track section on the station map interface. S403 uses the "reverse search" algorithm built into the train number tracking module to search the reverse adjacent segments of the currently occupied track segment, find the most recent occupied segment with a train number, and "move" its train number to the currently occupied track segment for display.

6. The scheduling and centralization method as described in claim 5, characterized in that, In step S4, for trains identified as being in moving block mode, the train tracking process is as follows: S411, the track section occupancy or clearance status information from the train control center and interlocking system is obtained through the vehicle-to-ground communication module and sent to the data fusion processor; when the train number tracking module obtains the track section occupancy status information and the train's block mode information from the data fusion processor (moving block mode), it sends the "generate second light strip" command to the station map interface through the display control module, and the corresponding track section in the station map interface displays the second light strip; S412, for the inter-station block section of the track segment where the second light band appears, the inter-station block section is divided into multiple consecutive "logical partitions"; S413, the train number tracking module acquires the train location, real-time kilometer marker and vehicle length information stored in the data fusion processor, and uses a third light strip to mark the vehicle body position of the train located in the track section; S414 When the third light strip moves from the second logical partition to the third logical partition, a "reverse search" is initiated, that is, a search is initiated from the second logical partition to the first logical partition to find the train number associated with the most recently occupied logical partition, and then "moves" it to the second logical partition that the train has just entered, so as to track the train cars and their train numbers of multiple trains located in different logical partitions within the inter-station block section.

7. The scheduling and centralization method as described in claim 6, characterized in that, In step S4, for trains identified as being in inter-station block mode, the train tracking process is as follows: S421 obtains track section occupancy or clearance status information from the train control center and interlocking system through the vehicle-to-ground communication module and sends it to the data fusion processor; S422, when the train number tracking module obtains the status information of the track section being occupied and the block mode information of the train being inter-station block mode from the data fusion processor, it sends the instruction to "generate the fourth light strip" to the station map interface through the display control module. When the fourth light strip appears on the corresponding track section on the station map interface, the tracking of the train number is then started.

8. The scheduling and centralization method as described in claim 7, characterized in that, In step S5, the adaptive path triggering includes: For trains operating in inter-station block mode, check whether the relevant entry and exit signals for the route are lit; if not, suppress route triggering and generate alarm information. If yes, then execute the path trigger; For trains in fixed block or moving block mode, route triggering is performed based on the time and / or location conditions in the train schedule.

9. A centralized scheduling system for multi-block mode scenarios, used to implement the centralized scheduling method as described in any one of claims 1-8, characterized in that, include: The vehicle-to-ground communication module is connected to the wireless block center, train control center, and onboard equipment to obtain real-time operation data of multiple online trains. The operational data includes real-time block mode information, train number, current train location, kilometer marker, and train length information. The real-time block mode information includes fixed block mode information, moving block mode information, and inter-station block mode information; The data fusion processor, connected to the vehicle-to-ground communication module, is used to process the real-time operation data of each train and generate train number display instructions and tracking drive logic corresponding to the corresponding block mode based on the operation data. The display control module, connected to the data fusion processor, is used to display the train number in a patterned manner on the station map interface according to the train number display instruction. The train number tracking module is connected to the data fusion processor and the display control module. It is used to perform differentiated train number tracking operations according to the tracking drive logic and display them on the station map interface through the display control module. The automatic route triggering module communicates with the station map interface to generate corresponding route triggering instructions based on the train tracking results for different block modes displayed on the station map interface.

10. The centralized scheduling system as described in claim 9, characterized in that, The vehicle-to-ground communication module is also connected to the interlocking system to obtain track section occupancy or clearance status information through the train control center and the interlocking system.

11. The centralized scheduling system as described in claim 10, characterized in that, For trains in moving block mode, the station map interface displays the following patterned identifiers: The train number of this mode is displayed in italics, and / or a preset suffix character is added to the end of the train number.

12. The centralized scheduling system as described in claim 11, characterized in that, The train number tracking module is configured as follows: After receiving the track section occupancy status information, the display control module sends the instruction to "generate the first light band / second light band / fourth light band" to the station map interface so that the first red light band / second red light band / fourth light band appears on the corresponding track section on the station map interface.

13. The centralized scheduling system as described in claim 12, characterized in that, The train number tracking module is also configured to: After the second light band appears on the station map interface, based on the received current train location, kilometer marker and train length information, the display control module sends the "generate third light band" command to the station map interface again, so as to dynamically overlay and generate a third light band representing the position of the train body on the second light band, and display the train number on the third light band.

14. The centralized scheduling system as described in claim 9, characterized in that, The automatic route triggering module is configured as follows: For trains with inter-station block mode, before route triggering, the lighting status of the relevant entry and exit signals of the route is forcibly checked, and the route triggering or alarm is executed according to the check results. For trains using moving block or fixed block signaling, routes are triggered based on train schedule information.

15. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the scheduling and centralization method as described in any one of claims 1 to 8.

16. An electronic device comprising a processor and a memory, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the scheduling and centralization method as described in any one of claims 1 to 8.

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