Full-automatic scheduling management method, equipment and medium for flexible marshalling, coupling and unmarshalling

Abstract

This invention relates to a flexible train formation, coupling, and decoupling fully automated scheduling and management method, equipment, and medium. The method includes the following steps: Step S1, dynamically creating a train number window for coupled trains in the scheduling and management system; Step S2, compiling a fully automated coupling and decoupling operation diagram; Step S3, managing the automated coupling process; Step S4, managing the automated decoupling process. Compared with existing technologies, this invention has advantages such as making scheduling and command more flexible in actual operation scenarios and improving overall operational efficiency.

Description

Technical Field

[0001] This invention relates to train signal control systems, and in particular to a flexible train formation, coupling, and uncoupling fully automatic scheduling and management method, equipment, and medium. Background Technology

[0002] Urban rail transit systems promote energy conservation and efficiency. Currently, passenger flow on urban rail lines varies at different times of day. Traditional operating models rely on a mix of long and short routes and adjustments to train intervals based on passenger volume. However, this approach suffers from inefficiency, resource waste, and lack of flexibility. With the emergence and iterative optimization of coupling technology, flexible train formation schemes and systems that automatically monitor coupling and decoupling trains can be effectively implemented. During peak passenger periods, two short trains can be automatically coupled and quickly put into operation, flexibly adapting to high passenger flow pressure, thereby reducing resource waste and improving operational efficiency.

[0003] A search revealed that Chinese Patent Publication No. CN110936983A discloses an automatic train coupling method for rail transit, specifically including: a train coupling process for automatically coupling a train in coupling mode to the preceding train; and a train decoupling process for automatically decoupling mixed trains in the decoupling area.

[0004] In current urban rail transit projects, most still involve designated, fixed train couplings. Coupling numbers need to be predefined in the dispatch management system, and after the trains are coupled autonomously, the dispatcher organizes the operation of the coupled trains. Existing coupling and uncoupling schemes mostly provide solutions from the perspective of the trains themselves, lacking detailed dispatch management methods. Therefore, how to dynamically create coupled train displays in the dispatch management system and how to flexibly manage the coupling and uncoupling process within the dispatch management system have become technical problems that need to be solved. Summary of the Invention

[0005] The purpose of this invention is to overcome the shortcomings of the existing technology and provide a flexible grouping, coupling, ungrouping, and fully automatic scheduling and management method, equipment, and medium.

[0006] The objective of this invention can be achieved through the following technical solutions:

[0007] According to a first aspect of the present invention, a fully automatic scheduling and management method for flexible grouping, coupling, and decoupling is provided, the method comprising the following steps:

[0008] Step S1: Dynamically create a window for coupled train numbers in the dispatch management system;

[0009] Step S2: Compile a fully automatic linkage and de-linking operation diagram;

[0010] Step S3, scheduling and management of automatic connection process;

[0011] Step S4: Automatic decompilation and recompilation process for scheduling management.

[0012] As a preferred technical solution, the content displayed in the train number window of the coupled train in step S1 includes:

[0013] (a1) Train unit numbers of each train in a coupled train;

[0014] (b2) Identification of the main control terminal of the coupled train;

[0015] (c3) Coupling status indicator for coupled trains.

[0016] As a preferred technical solution, the dynamic creation process of the train number window in step S1 is as follows:

[0017] The dispatch management system creates a train number window on the human-machine interface based on the AP information reported in real time by the area controller ZC. At the same time, ZC adds "coupling status of the head and tail ends of this train", "number of coupled train groups" and "train unit sequence within the coupled train group" to the AP information.

[0018] As a preferred technical solution, the basic principles for dynamically creating a trailer train schedule window when the dispatch management system receives a ZC message include:

[0019] (a2) The number of train units coupled together is 2;

[0020] (b2) If a train unit is coupled at the rear end, and one of the train units is coupled at the front end, the ID of the lead car is obtained from the train unit sequence;

[0021] (c2) If a train unit is coupled at the head end, and one of the train units is coupled at the tail end, the tail car ID is obtained from the train unit sequence.

[0022] If all three conditions are met, the two train units will be matched and combined into a coupled train, and a new train set number and train number window will be generated.

[0023] As a preferred technical solution, the specific criteria for the dispatch management system to handle the display of connection anomalies are as follows:

[0024] (a3) The number of linked formations is 0;

[0025] (b3) The connection status of the head and tail ends of each coupling unit is mismatched;

[0026] (c3) or (a3) ​​or (b3) must satisfy one of them, and the duration must be set continuously;

[0027] The system will then downgrade the display and show the dispatcher an abnormal status notification related to the connection.

[0028] As a preferred technical solution, when compiling the fully automatic coupling and decoupling operation diagram in step S2, the coupling and decoupling tasks need to be predefined according to operational needs. The defined content includes: the grouping type of the task to be performed and the task type at the terminal node for a single trip. The grouping type includes long-group coupling trains and short-group coupling trains. The task type includes being coupled, decoupling, and decoupling.

[0029] As a preferred technical solution, the pre-definition of the tasks for linking and unlinking according to operational needs specifically includes:

[0030] (a4) If the train performing the single trip is a short train, and the train needs to be coupled at the terminal node of the single trip, then the "coupled" or "coupled" attribute needs to be set according to the characteristics of the coupling task. The "coupled" train should arrive at the coupling area first and stop accurately, and then wait for the "coupled" train to collide with it.

[0031] (b4) If the one-way attribute is marked as a long train, and the train performing the one-way trip is a coupled train, and the uncoupling task needs to be performed at the terminal node, then the uncoupling needs to be selected at the terminal platform with the coupled area attribute.

[0032] (c4) After two single-unit trains are coupled together for a single trip, they are merged into a new train service number; after the coupled trains are decoupled at the terminal, they are split into two independent new service numbers.

[0033] As a preferred technical solution, the automatic scheduling and management linkage process in step S3 specifically includes:

[0034] (a5) In the station topology diagram of the dispatch management system, the coupling and uncoupling area needs to be predefined;

[0035] (b5) Design a marshalling and demarshalling area to accommodate the storage of each short trainset.

[0036] (c5) Set destinations for short-formation trains for parking.

[0037] (d5) Designed solely for coupling and uncoupling operations and single-vehicle parking;

[0038] (e5) The scheduling process of entanglement is divided into four stages: entanglement command, detachment command, command holding, and matching new tasks;

[0039] (f5) According to the plan, if the last station of the current single trip of the train is defined as "coupled" in the plan, and the station is a coupling and decoupling area in the topology of the dispatch management system, and the single trip is a short formation, and the train is actually a short formation train, when the train stops or leaves the last station of the current single trip that is not coupled, the dispatch management system will automatically send a "coupled" command.

[0040] (g5) According to the plan, if the last station of the current single journey of the train is defined as "de-coupling" in the plan, and the station is a coupling and decoupling area in the topology of the dispatching management system, the single journey is a short formation, and the train is actually a short formation train, and the train waiting to be coupled in the coupling area in the plan has received the coupling command and is coupled with this train set, when the train stops or leaves the last station of the current single journey that does not have the coupling attribute, the dispatching management system will automatically send a "de-coupling" command.

[0041] (h5) If the automatic route triggering module of the dispatch management system checks the train's task and finds that it is "de-coupling" and meets the processing conditions, it will automatically trigger the coupling route.

[0042] As a preferred technical solution, the automatic decompression process for scheduling management in step S4 specifically includes:

[0043] (a6) According to the plan, if the next station of the train is of the decoupling attribute in the plan, and the station is a coupling and decoupling area in the topology of the dispatch management system, and the train belongs to a long train group in a single trip, and the train is actually a long train, then when the train stops and leaves the station before the decoupling area, a decoupling command is sent.

[0044] (b6) When the train is decoupled, the AP information reported by ZC is transformed into the independent location of a single train unit. The dispatching and management system automatically deletes the coupled train objects inside and generates two independent single-unit trains.

[0045] As a preferred technical solution, the method also includes a manual coupling and decoupling process for scheduling management, which includes:

[0046] The dispatch management system provides manual coupling and uncoupling operations, which need to be coordinated with train operation tasks and manually arranged coupling routes for collaborative processing. Based on the train report, it checks whether the conditions are met. If not, it needs to issue an alarm prompt to the dispatcher for emergency handling.

[0047] As a preferred technical solution, the method further includes a scheduling management process for canceling coupling and uncoupling, which includes:

[0048] (a7) After the joint connection command is issued, if there is an abnormal situation that requires adjusting the operation to cancel the joint connection operation, the execution of the joint connection task shall be terminated by using the cancellation joint connection command;

[0049] (b7) After the decompilation command is issued, if there are abnormal circumstances that require adjusting operations to cancel the decompilation operation, the execution of the decompilation task shall be terminated by using the cancel decompilation command.

[0050] According to a second aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

[0051] According to a third aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.

[0052] Compared with the prior art, the present invention has the following advantages:

[0053] 1) This invention provides an overall design for flexible train formation from the perspective of the scheduling and management system, including train number window design, dynamic creation of train group numbers, operation diagram design, and fully automatic execution of coupling and uncoupling timing and process.

[0054] 2) This invention dynamically creates train number windows based on the AP messages reported by ZC, which solves the problem of insufficient flexibility in the current predefined train sets.

[0055] 3) This invention performs the coupling and decoupling process fully automatically according to the operation diagram, which reduces the resource waste of traditional coupling and decoupling, reduces the risk of manual operation by dispatchers, and improves overall operational efficiency.

[0056] 4) This invention proposes a design to cancel coupling and decoupling from the perspective of scheduling management, which allows scheduling and command to be more flexible in actual operation scenarios. It can flexibly arrange trains according to the current passenger flow at any time, improve transport capacity, and reduce resource waste. Attached Figure Description

[0057] Figure 1 This is a design drawing for displaying the trailer group number of the present invention;

[0058] Figure 2 Here is a flowchart of the method for dynamically creating train group numbers according to the present invention;

[0059] Figure 3 This is a schematic diagram of the interlocking and uninterrupting area of ​​the present invention;

[0060] Figure 4 This is a schematic diagram of the "attached" command for scheduling and management in this invention;

[0061] Figure 5 This is a schematic diagram of the "de-attach" command for scheduling management in this invention;

[0062] Figure 6 This is a schematic diagram illustrating the "de-attachment" process of scheduling and management in this invention;

[0063] Figure 7 This is a schematic diagram illustrating the automatic matching of new tasks after the scheduling and management are linked according to the present invention;

[0064] Figure 8 This is a schematic diagram of the "decompilation" command for scheduling management in this invention;

[0065] Figure 9 This is a schematic diagram illustrating the automatic matching of new tasks after the scheduling and management process of this invention is decompiled;

[0066] Figure 10 This is a flowchart illustrating the logic of the linked decompilation and encoding commands in this invention. Detailed Implementation

[0067] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0068] This invention discloses a flexible grouping, coupling, and ungrouping fully automatic scheduling and management method, which includes the following steps:

[0069] Step S1: Dynamically create a window for coupled train numbers in the dispatch management system;

[0070] Step S2: Compile a fully automatic linkage and de-linking operation diagram;

[0071] Step S3, scheduling and management of automatic connection process;

[0072] Step S4: Automatic decompilation and recompilation process for scheduling management.

[0073] In the dispatching and management system, the dynamic creation and display of train number windows is fundamental to the coupling and uncoupling functions. The train number window display content in step S1 includes:

[0074] (a1) The train unit numbers of each coupled train, so that the dispatcher knows the specific coupled train unit;

[0075] (b2) Connect the main control terminal identifier of the train to facilitate the dispatching of control commands;

[0076] (c3) Coupling status indicator for coupled trains, which makes it easy for dispatchers to know the coupling process.

[0077] The dynamic creation process of the train number window for coupled trains in step S1 is as follows:

[0078] The dispatch management system creates a train number window on the human-machine interface based on the AP information reported in real time by the area controller ZC. At the same time, ZC adds "coupling status of the head and tail of this train" (coupling at the head, coupling at the tail, not coupled), "number of coupled train formations" and "sequence of train units in the coupled train formations" (train units arranged sequentially from the head).

[0079] like Figure 2 As shown, when the dispatch management system receives a ZC message, the basic principles for dynamically creating a trailer train schedule window include:

[0080] (a2) The number of train units coupled together is 2;

[0081] (b2) If a train unit is coupled at the rear end, and one of the train units is coupled at the front end, the ID of the lead car is obtained from the train unit sequence;

[0082] (c2) If a train unit is coupled at the head end, and one of the train units is coupled at the tail end, the tail car ID is obtained from the train unit sequence.

[0083] If all three conditions are met, the two train units will be matched and combined into a coupled train, and a new train set number and train number window will be generated.

[0084] To prevent timing issues during inter-connection, the scheduling management system uses the following criteria to determine when to handle inter-connection anomalies:

[0085] (a3) The number of linked formations is 0;

[0086] (b3) The connection status of the head and tail ends of each coupling unit is mismatched;

[0087] (c3) or (a3) ​​or (b3) is satisfied, and the duration is continuously set for a period of time (which can be configured by the scheduling system);

[0088] The system will then downgrade the display and show the dispatcher an abnormal status notification related to the connection.

[0089] In order to complete the fully automatic coupling and uncoupling task control, when compiling the fully automatic coupling and uncoupling operation diagram in step S2, the coupling and uncoupling tasks need to be predefined according to the operational requirements. The defined contents include: the grouping type of the task to be performed and the task type at the terminal node for a single trip. The grouping type includes long-group coupling trains and short-group coupling trains. The task type includes being coupled, decoupling, and uncoupling.

[0090] The pre-definition of tasks for linking and unlinking based on operational needs specifically includes:

[0091] (a4) If the train performing the single trip is a short train, and the train needs to be coupled at the terminal node of the single trip, then the "coupled" or "coupled" attribute needs to be set according to the characteristics of the coupling task. The "coupled" train should arrive at the coupling area first and stop accurately, and then wait for the "coupled" train to collide with it.

[0092] (b4) If the one-way attribute is marked as a long train, and the train performing the one-way trip is a coupled train, and the uncoupling task needs to be performed at the terminal node, then the uncoupling needs to be selected at the terminal platform with the coupled area attribute.

[0093] (c4) After two single-unit trains are coupled together for a single trip, they are merged into a new train service number; after the coupled trains are decoupled at the terminal, they are split into two independent new service numbers.

[0094] The automatic scheduling and management linkage process in step S3 specifically includes:

[0095] (a5) In the station topology diagram of the dispatch management system, the coupling and uncoupling area needs to be predefined; the coupling and uncoupling area can be divided into two types: Type 1, which can meet the coupling and uncoupling of each short train unit; Type 2, which is only used for coupling and uncoupling operations and single car parking.

[0096] (b5) Design a coupling and uncoupling area to accommodate the storage of each short train car (see Figure 3 Type 1): Track T is the coupling and uncoupling area designed by the system. In this invention, it is divided into T-1 and T-2, which are respectively associated with the parking areas A1 and A2 of two single train sets. At the same time, a large parking area A is defined inside the system as the parking area of ​​the coupled train. A is the system's logical parking area and is not visible to the user.

[0097] (c5) Short trains can be stored at destinations A1 or A2, and the train will stop at the corresponding T-1 or T-2 track. For coupled trains, for trains running uphill, destination A1 needs to be specified (at this time, the dispatch management system sends parking area A according to the train coupling status). If A2 is specified incorrectly, it will be rejected. Similarly, for trains running downhill, destination A2 needs to be specified, otherwise it will be rejected.

[0098] (d5) Coupling / decoupling area used only for coupling / decoupling operations and single-vehicle parking (see...) Figure 3 Type 2): In this scenario, vehicle T needs to be split into T-1 and T-2, but only one parking area A is associated with it. When the dispatch management system sends the coupling / discoupling operation command to the vehicle, the parking point location is always A. The vehicle selects the stopping point according to the coupling / discoupling task in the command. This type of coupling / discoupling area is suitable for parking only single vehicles (which can be short trains or trailers), such as turnaround lines or passenger pick-up / drop-off platforms that meet the coupling / discoupling requirements.

[0099] (e5) The scheduling process of entanglement is divided into four stages: entanglement command, detachment command, command holding, and matching new tasks;

[0100] (f5) as Figure 4As shown, according to the plan, if the last platform of the train's current single-journey journey is defined as "coupled" in the plan, and that platform is a coupling / uncoupling area in the topology of the dispatching management system, and the single-journey journey is a short-formation train, and the train is actually a short-formation train, when the train comes to a complete stop or departs (skip-stop scenario) at the last non-coupled platform of the current single-journey journey, the dispatching management system automatically sends a "coupled" command. If it is coupling area type 1: then the coupled area sent is A2; if it is coupling area type 2: then the coupled area sent is A.

[0101] (g5) as Figure 5 As shown, according to the plan, if the last station of the train's current single-trip is defined as "de-coupling" in the plan, and this station is a coupling / decoupling area in the topology of the dispatching management system, the single-trip is a short-formation train, and the train is actually a short-formation train, and the train waiting to be coupled in the coupling area has received the coupling command and is coupled with this train set, when the train comes to a complete stop or departs (skip-stop scenario) at the last non-coupling station of the current single-trip, the dispatching management system automatically sends a "de-coupling" command. If it is coupling area type 1, there are two cases: if it is a stop coupling, the de-coupling area is A1; if it is a non-stop coupling, the de-coupling area is A2. If it is coupling area type 2, the coupled area is A. The train, according to the de-coupling command, stops at section T-1 for coupling or directly collides and couples without stopping.

[0102] (h5) If the automatic route triggering module of the dispatch management system checks the train's task and finds that it is "de-coupling" and meets the processing conditions, it will automatically trigger the coupling route.

[0103] (i5) such as Figure 6 As shown, after the train continuously sends out coupling commands and stops precisely at A2, it couples with the train in the area to be coupled. After the coupling is completed, the coupling train number is dynamically created according to the AP information reported by ZC, following the method described above.

[0104] (j5) Following the method described in the previous timetable, check the long-formation one-way numbers departing from this coupling and uncoupling area, and match the train number to the new coupling train according to the departure time sequence (see...). Figure 7 If the coupling / decoupling area is type 1, the departure platform area is determined to be either A1 or A2 based on the location of the main control terminal after coupling; if the coupling / decoupling area is type 2, the departure area is A. This completes the fully automatic coupling monitoring process.

[0105] The automatic decompression process for scheduling management in step S4 specifically includes:

[0106] (a6) such as Figure 8As shown, according to the plan, if the next station of the train is designated as a decoupling / uncoupling station in the plan, and that station is located in the decoupling / uncoupling area in the topology of the dispatching management system, and the train's single-trip is a long-formation train, and the train is actually a long-formation train, then a decoupling command will be sent when the train comes to a complete stop or departs from the station before the decoupling area (skip-stop scenario). For coupled trains, the destination should be set to A2, but the next station in the operation task sent by the dispatching management system should be A.

[0107] (b6) Once the trains have been decoupled, according to the method described in Part 1, the AP information reported by ZC is transformed into the independent precise location of a single train unit. The dispatching management automatically deletes the internal coupled train objects, generating two independent single-unit trains, 000001 and 000002. This is based on the definition of the timetable (e.g., Figure 3 (As shown), check the one-way trips of trains departing from parking areas T-1 and T-2. For coupling / decoupling area type 1, trains stopped at position A1 are matched with one-way trips originating from T-1 in the timetable, and trains stopped at position A2 are matched with one-way trips originating from T-2 in the timetable. For coupling / decoupling area type 2, the starting points of the two one-way trips are the same. Based on the relative positions of the decoupling trains in the up and down directions and the order of departure times, the trains departing earlier are matched first, followed by the trains departing later (see...). Figure 9 ).

[0108] The method of the present invention also includes a manual coupling and decoupling process for scheduling management, which includes:

[0109] To ensure unplanned coupling and uncoupling operations, the dispatch management system provides manual coupling and uncoupling operations. These operations must be coordinated with train operation tasks and manually arranged coupling routes. However, to ensure feasibility and safety, the system must check whether the conditions are met based on train reports. If not, an alarm must be issued to prompt the dispatcher for emergency handling.

[0110] The method of the present invention also includes a scheduling management process for canceling coupling and uncoupling, which includes:

[0111] (a7) After the coupling command is issued, if there are abnormal circumstances requiring adjustments to the operation to cancel the coupling operation, the coupling task can be terminated by using the cancellation coupling command. If the coupling is canceled after the "coupling" or "decoupling" command has been issued, the dispatch management will no longer maintain the coupling command for the train, and the train will terminate the coupling process on its own; if the coupling is canceled for a train with a planned coupling task before the "coupling" or "decoupling" command is issued, the dispatch management will no longer issue the "coupling" or "decoupling" command, and will not automatically trigger the coupling route.

[0112] (b7) After the uncoupling command is issued, if there are abnormal circumstances requiring adjustments to operations to cancel the uncoupling operation, the uncoupling task can be terminated by canceling the uncoupling command. If the uncoupling is canceled after the uncoupling command has been issued, the dispatching management will no longer maintain the uncoupling command for the train, and the train will automatically terminate the uncoupling process; if the uncoupling operation for a train with a planned uncoupling task is canceled before the uncoupling command is issued, the dispatching management will no longer automatically issue the uncoupling command when the train arrives at the platform before the coupling and uncoupling area. Specific Implementation

[0114] 1. Figure 1 and Figure 2 The display design for the trailer group window and the logic for dynamically creating trailer group numbers.

[0115] (1) The length of the train set number in the coupled train number window is fixed at 12 digits. The format is: "2-digit route number + 3-digit single-trip train set number + 3-digit single-trip train set number + 4-digit destination number". Add a master control terminal identifier and a coupled / discoupled status identifier.

[0116] (2) Upon receiving an AP message from ZC, determine in real time whether to create a coupling train window or split a train window based on the coupling train number, the train unit sequence train device ID within the coupling train group, and the coupling state at the front and rear ends of the train.

[0117] (3) Predefine the coupling group number (couplingGroupID). Predefine the header train object (headerTrain), the header train device ID (header train deviceID), and the tail train object (tailTrain), the tail train device ID (tail train deviceID). When the coupling train number is 0 or 1, reset the header train device ID and the tail train device ID.

[0118] If coupling train number==0

[0119] header train deviceID=0; tail train deviceID=0;

[0120] End if

[0121] (4) When the coupling train number is 2, update the equipment number of the preceding train and the equipment number of the following train according to the train device ID.

[0122] If coupling train number==2

[0123] header train deviceID=train device ID_1;

[0124] tail train deviceID=train device ID_2;

[0125] End if

[0126] (5) Continue to determine the coupling status. If there is no coupling and neither the preceding nor following train object exists, then split the train number window into two short train number windows.

[0127]

[0128] (6) If the rear end is coupled, and there exists a rear car object that is coupled at the front end, and the "train unit sequence within the coupled train group" of the rear car object is consistent with the train number of this car, then create a coupled train group number and train number window, use the head position of this car as the head position of the coupled car, and use the tail position of the rear car object as the tail position of the coupled car.

[0129] (7) If the front end is coupled, and the preceding vehicle object exists, and the preceding vehicle object is coupled at the rear end, and the "train unit sequence within the coupled train group" of the object is consistent with the train number of this vehicle, then create the coupled train group number and train number window, use the rear position of this vehicle as the rear position of the coupled vehicle, and use the front position of the preceding vehicle object as the front position of the coupled vehicle.

[0130]

[0131]

[0132] 2. Figures 3-9 Based on the two types of linked areas, the timing and process of linked and unlinked operations in the entire scheduling management are described, as well as the process of automatically matching the planned operation diagram after linked and unlinked operations.

[0133] 3. Figure 10 It mainly consists of a logic diagram of the timing for sending fully automatic coupling and uncoupling commands in the dispatch management system, which makes real-time timing judgments when updating train positions.

[0134] (1) Check whether the train is currently executing the decoupling command, the coupled command, or the decoupling command. If it is executing, do not continue to make judgments.

[0135] (2) After the coupling and uncoupling process, new services need to be automatically matched. Therefore, it is necessary to determine whether the planned next parking point is the last node of the current one-way trip. If not, the determination is not continued. Also, it is necessary to determine whether the parking point is within the coupling and uncoupling area. If not, the determination is not continued.

[0136] (3) When the train is stopped at the second-to-last platform of a single journey or when the front of the train has passed the second-to-last platform and the rear of the train is at the second-to-last platform, the dispatch conditions can be determined at this time.

[0137] (4) If the last node of the current single journey has the "de-coupling" attribute, and the current train is actually a long train, then a de-coupling command is sent to the main control terminal train.

[0138] (5) The last node of the current single trip has the "coupled" attribute. The current train is actually a short formation train. In the dispatch management system, the corresponding train group number can be found according to the planned train number information, and then the "coupled" command is sent to the train.

[0139] (6) The last node of the current single trip has the "decoupling" attribute. The current train is actually a short formation train. In the dispatch management system, it can be tracked that there is already a coupled train that has stopped and stopped accurately in the coupling and decoupling area. Then, a decoupling command is sent to the train.

[0140]

[0141]

[0142] The above is an introduction to the method embodiments. The following embodiments using electronic devices and storage media will further illustrate the solution of the present invention.

[0143] The electronic device of this invention includes a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in read-only memory (ROM) or loaded from a storage unit into random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0144] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0145] The processing unit performs the various methods and processes described above, such as the methods of the present invention. For example, in some embodiments, the methods of the present invention may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the methods of the present invention described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute the methods of the present invention by any other suitable means (e.g., by means of firmware).

[0146] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0147] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0148] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0149] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A flexible marshalling, coupling and unmarshalling full-automatic scheduling management method, characterized in that, The method includes the following steps: Step S1: Dynamically create a window for coupled train numbers in the dispatch management system; Step S2: Compile a fully automatic linkage and de-linking operation diagram; Step S3, scheduling and management of automatic connection process; Step S4, scheduling management automatic decompression process; When compiling the fully automatic coupling and decoupling operation diagram in step S2, the coupling and decoupling tasks need to be predefined according to operational needs. The defined contents include: the grouping type of the task to be performed and the task type at the terminal node for a single trip. The grouping type includes long-group coupling trains and short-group coupling trains. The task type includes being coupled, decoupling, and decoupling. The pre-definition of tasks for linking and unlinking based on operational needs specifically includes: (a4) If the train performing the single trip is a short train, and the train needs to be coupled at the terminal node of the single trip, the "coupled" or "coupled" attribute needs to be set according to the characteristics when the coupling task is performed. The "coupled" train should arrive at the coupling area first and stop accurately, and then wait for the "coupled" train to collide with it. (b4) If the one-way attribute is marked as a long train, and the train performing the one-way trip is a coupled train, and the uncoupling task needs to be performed at the terminal node, then the uncoupling needs to be selected at the terminal platform with the coupled area attribute. (c4) After two single-unit trains are coupled together for a single trip, they are merged into a new train service number; after the coupled trains are decoupled at the terminal, they are split into two independent new service numbers.

2. The flexible marshalling and coupling and unmarshalling full-automatic scheduling management method according to claim 1, characterized in that, The content displayed on the train number window in step S1 includes: (a1) Train unit group numbers of each coupled train; (b2) Identification of the main control terminal of the coupled train; (c3) Coupling status indicator for coupled trains.

3. The flexible marshalling and coupling and unmarshalling full-automatic scheduling management method according to claim 1, characterized in that, The dynamic creation process of the train number window for coupled trains in step S1 is as follows: The dispatch management system creates a train number window on the human-machine interface based on the AP information reported in real time by the area controller ZC. At the same time, ZC adds "coupling status of the head and tail ends of this train", "number of coupled trains" and "train unit sequence within the coupled trains" to the AP information.

4. The flexible marshalling and coupling and unmarshalling full-automatic scheduling management method according to claim 3, characterized in that, When the dispatch management system receives a ZC message, the basic principles for dynamically creating a trailer train schedule window include: (a2) The number of train units coupled together is 2; (b2) If a train unit is coupled at the rear end, and one of the train units is coupled at the front end, the ID of the lead car is obtained from the train unit sequence; (c2) If a train unit is coupled at the head end, and one of the train units is coupled at the tail end, the tail car ID is obtained from the train unit sequence; If all three conditions are met, the two train units will be matched and combined into a coupled train, and a new train set number and train number window will be generated.

5. The flexible marshalling and unmarshalling automatic dispatching management method according to claim 3, characterized in that, The specific criteria used by the dispatch management system to handle abnormal connection displays are as follows: (a3) The number of linked formations is 0; (b3) The connection status of the head and tail ends of each coupling unit is mismatched; (c3) or (a3) ​​or (b3) must satisfy one of them, and the duration must be continuously set; The system will then downgrade the display and show the dispatcher an abnormal status notification related to the connection.

6. The flexible marshalling and unmarshalling automatic dispatching management method according to claim 1, characterized in that, The automatic scheduling and management linkage process in step S3 specifically includes: (a5) In the station topology diagram of the dispatch management system, the coupling and uncoupling area needs to be predefined; (b5) Design a marshalling and demarcation area to accommodate the storage of each short train car. (c5) Set destinations for storing short-formation trains. (d5) Designed solely for coupling and uncoupling operations and single-vehicle parking areas; (e5) The scheduling process of entanglement is divided into four stages: entanglement command, detachment command, command holding, and matching new tasks; (f5) According to the plan, if the last station of the current single journey of the train is defined as "coupled" in the plan, and the station is a coupling and uncoupling area in the topology of the dispatch management system, and the single journey is a short formation, and the train is actually a short formation train, when the train stops or leaves the last station of the current single journey that is not coupled, the dispatch management system will automatically send a "coupled" command. (g5) According to the plan, if the last station of the current single journey of the train is defined as "de-coupling" in the plan, and the station is a coupling and decoupling area in the topology of the dispatching management system, the single journey is a short formation, and the train is actually a short formation train, and the train waiting to be coupled in the coupling area in the plan has received the coupling command and is coupled with this train set, when the train stops or leaves the last station of the current single journey that does not have the coupling attribute, the dispatching management system will automatically send a "de-coupling" command. (h5) If the automatic route triggering module of the dispatch management system checks the train's task and finds that it is "de-coupling" and meets the processing conditions, it will automatically trigger the coupling route.

7. The fully automatic scheduling and management method for flexible grouping, coupling, and decoupling according to claim 1, characterized in that, The automatic decompression process for scheduling management in step S4 specifically includes: (a6) According to the plan, if the next station of the train is of the decoupling attribute in the plan, and the station is a decoupling area in the topology of the dispatch management system, and the train belongs to a long train group in a single trip, and the train is actually a long train, then when the train stops or leaves the station before the decoupling area, a decoupling command is sent. (b6) When the train is decoupled, the AP information reported by ZC is transformed into the independent location of a single train unit. The dispatching and management system automatically deletes the coupled train objects inside and generates two independent single-unit trains.

8. The flexible marshalling and unmarshalling automatic dispatching management method according to claim 1, characterized in that, The method also includes a manual coupling and decoupling process for scheduling management, which includes: The dispatch management system provides manual coupling and uncoupling operations, which need to be coordinated with train operation tasks and manually arranged coupling routes for collaborative processing. Based on the train report, it checks whether the conditions are met. If not, it needs to issue an alarm prompt to the dispatcher for emergency handling.

9. The flexible marshalling and uncoupling fully automatic dispatching management method according to claim 1, characterized in that, The method also includes a scheduling management process for canceling and uncoupling connections, which includes: (a7) After the joint connection command is issued, if there is an abnormal situation that requires adjusting the operation to cancel the joint connection operation, the execution of the joint connection task shall be terminated by using the cancellation joint connection command; (b7) After the decompilation command is issued, if there are abnormal circumstances that require adjustment of operations to cancel the decompilation operation, the execution of the decompilation task shall be terminated by using the cancel decompilation command.

10. An electronic device comprising a memory and a processor, said memory having stored thereon a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 9.

11. A computer readable storage medium having stored thereon a computer program, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 9.

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