CN110126883B

CN110126883B - Planning method of train running path and vehicle-mounted controller

Info

Publication number: CN110126883B
Application number: CN201910454325.XA
Authority: CN
Inventors: 王玥邈; 汪小亮; 秦玲; 林颖; 周超文
Original assignee: Beijing Hollysys Co Ltd
Current assignee: Beijing Helishi System Integration Co ltd
Priority date: 2019-05-29
Filing date: 2019-05-29
Publication date: 2021-06-04
Anticipated expiration: 2039-05-29
Also published as: CN110126883A

Abstract

The application discloses a planning method of a train driving path and a vehicle-mounted controller. The method comprises the following steps: acquiring the current position of a train in the running process; and planning the train running path according to the pre-acquired running plan, the topological structure of the road network resources and the current position of the train.

Description

Planning method of train running path and vehicle-mounted controller

Technical Field

The present application relates to the field of information processing, and in particular, to a method for planning a train driving path and a vehicle-mounted controller.

Background

The train signal control system is the main body of an automatic train control system (train control system) and is mainly responsible for controlling the running direction, running interval and running speed of a train, so that the safe running of the train is ensured, and the running efficiency is improved. The signal system mainly includes an Automatic Train Protection (ATP) function, an Automatic Train Operation (ATO) function, and subsystems such as an ATS (Automatic Train Supervision) and a CBI (Computer Based Interlocking, CBI) system in the ground device. The ATP, ATS and CBI are safety critical systems (SIL4), and the ATO is an SIL 3-level subsystem, and mainly achieves the automatic driving function of the train.

The high-speed main railway mainly uses a CTCS-1/2/3-level signal System, and the urban rail transit (subway) generally uses a Communication-Based Train automatic Control System (CBTC) as a Train Control System main body.

In the related art, a CBTC system interacts vehicle and ground data in real time through a vehicle on-board controller (VOBC) and a ground controller (ZC) based on vehicle-ground two-way communication, thereby realizing safe operation of a train. The ground controller is used as a control center to calculate the Movement Authority (MA) of all trains in the district; the VOBC is used as a vehicle-mounted controller, periodically reports the current running state of the vehicle to the ground controller, and calculates a train speed control curve according to the movement authorization given by the ground controller.

The centralized system architecture has high operation cost and maintenance due to the large number of trackside elements in the use structure.

Disclosure of Invention

In order to solve the technical problem, the application provides a planning method of a train driving path and a vehicle-mounted controller, which can reduce the operation and maintenance cost of a train.

In order to achieve the purpose of the application, the application provides a method for planning a train driving path, which comprises the following steps:

acquiring the current position of a train in the running process;

and planning the train running path according to the pre-acquired running plan, the topological structure of the road network resources and the current position of the train.

In an exemplary embodiment, the planning a train driving path according to a pre-obtained driving plan, a topology of a road network resource, and a current position of the train includes:

and planning the train running path according to the fault state of the road network resources and the running plan issued by the automatic train monitoring ATS.

In one exemplary embodiment, the method further comprises:

and when the current no path of the train or the resource state in the planned path range changes, planning the driving path of the train.

In an exemplary embodiment, the train path is obtained by:

the driving plan comprises driving direction and destination mark information;

determining a straight track on which the train runs according to the topological information of the road network in which the train is located;

inquiring the occupation state information of each track section on the straight track according to the running direction of the train;

and when the occupied state of each track section on the straight track is idle and available, calculating the driving path of the train by using the idle and available track sections.

In an exemplary embodiment, the train path is further obtained by:

when the using state of at least one track section on the straight strand track is abnormal occupation or fault, determining a target track capable of bypassing the abnormal occupation or fault track section; or, backing to the previous track section, and determining available turnout resources to obtain a target track capable of replacing the abnormally occupied or failed track section;

and calculating the driving path of the train by using the free available track sections on the straight track and the determined target track.

A VOBC (vehicle-mounted controller) is characterized by comprising an automatic train driving system ATO and an automatic train protection system ATP (automatic train protection system), wherein: the ATP is provided with a driving path planning module, and the driving path planning module calculates the driving path of the train according to any one of the methods.

According to the technical scheme provided by the embodiment of the application, the current position of the train in the running process is obtained, the train running path is planned according to the pre-obtained running plan, the topological structure of the road network resource and the current position of the train, the purpose of automatically planning the path of the train is achieved, interaction with a ground control center is reduced, deployment of trackside equipment is effectively reduced, and the operation cost of the train is reduced.

Additional features and advantages of the application will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by the practice of the application. The objectives and other advantages of the application may be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.

Drawings

The accompanying drawings are included to provide a further understanding of the claimed subject matter and are incorporated in and constitute a part of this specification, illustrate embodiments of the subject matter and together with the description serve to explain the principles of the subject matter and not to limit the subject matter.

FIG. 1 is a flow chart of a train control method provided herein;

fig. 2 is a schematic diagram of a communication protocol model of a vehicle-to-vehicle communication-based VOBC and a VOBC provided in the present application;

FIG. 3 is an interaction diagram of vehicle-to-vehicle communication based data communication provided herein;

fig. 4 is a schematic diagram of Direct Relationship Train (DRT) search in the road network system provided in the present application;

fig. 5 is a schematic diagram of a method for planning a train driving path according to an embodiment of the present application;

FIG. 6 is a flowchart of a method for calculating train movement authorization in a CBTC system based on vehicle-to-vehicle communication according to the present disclosure;

FIG. 7 is a schematic illustration of a train control system provided herein;

FIG. 8 is a schematic diagram of a CBTC system architecture based on vehicle-to-vehicle communication provided herein;

fig. 9 is a schematic diagram of an ATC system provided in the present application.

Detailed Description

To make the objects, technical solutions and advantages of the present application more apparent, embodiments of the present application will be described in detail below with reference to the accompanying drawings. It should be noted that the embodiments and features of the embodiments in the present application may be arbitrarily combined with each other without conflict.

The steps illustrated in the flow charts of the figures may be performed in a computer system such as a set of computer-executable instructions. Also, while a logical order is shown in the flow diagrams, in some cases, the steps shown or described may be performed in an order different than here.

Fig. 1 is a flowchart of a train control method provided in the present application. The method shown in fig. 1 comprises:

step 101, judging all direct relation trains of a train, wherein the direct relation trains are trains directly adjacent to the train in road network topology information;

in one exemplary embodiment, the direct relationship train is a reference train capable of providing driving state control, and the direct relationship train provides data support for driving safety and the like of the train. The direct relation trains are selected based on road network topology information, are irrelevant to the default operation direction of the tracks, and only consider the topological connection relation of the tracks, wherein the direct connection means that the trains can be connected without other trains in a road network topological graph.

The method has the advantages that the road network topological information is utilized, the position of the train in the running process can be rapidly and intuitively acquired, the relative position of train workshops is conveniently determined, a data basis is provided for rapidly determining the train in the direct relation, in addition, the train capable of being directly connected is selected as the train in the direct relation, the running state of the train has the data reference value for the safe running of the train, the train with low safe running value of the train is removed under the condition that accurate data are guaranteed, the data acquisition amount is effectively controlled, and the working efficiency is improved.

102, obtaining the train control information of the direct relation train;

in an exemplary embodiment, the train control information of the direct relationship train may be obtained by obtaining train control information of a corresponding train with a ground control center, or the train control information may be obtained by obtaining the train control information of the direct relationship train.

In an exemplary embodiment, the obtaining of the train control information of the direct relationship train includes:

establishing communication connection between the train and all the direct relation trains;

and acquiring the train control information of the direct relation train from the direct relation train by utilizing the communication connection.

In the exemplary embodiment, the train control information of the train is acquired through train-to-train communication, so that the transmission time of the train control information of the train can be effectively shortened, and the transmission efficiency of the information is improved.

The train-train communication can be realized by installing radio positioning antennas on trains and capturing Beidou short messages by using the radio positioning antennas to carry out communication;

in an exemplary embodiment, the establishing communication connection between the train and all direct relationship trains includes:

and establishing communication connection between the vehicle-mounted controller of the train and the vehicle-mounted controller of the direct relation train.

In the exemplary embodiment, the vehicle-to-vehicle communication based on the vehicle-mounted controller does not need to increase the hardware cost by the vehicle-mounted controller of the train.

Fig. 2 is a schematic diagram of a communication protocol model of a VOBC and a VOBC based on vehicle-to-vehicle communication provided by the present application. As shown in fig. 2, the communication method between VOBCs is explained as follows:

in an exemplary embodiment, the communication connection can only initiate the establishment of a secure connection by the VOBC with the last smaller IP address. Wherein, the communication flow may include:

1. the VOBC communicates with the VOBC using periodic transmissions.

2. Both communication parties adopt big-end byte order to carry out data transmission.

3. Both VOBC and VOBC should perform judgment and logical operation on the received application layer information.

Among them, the definition of the application layer information of VOBC and VOBC communication can be seen in table 1.

Type of information	Information packet name	Transmitting direction	Length in bytes	Transmission method
					0x0202	Train position information	VOBC→VOBC	4 to infinity	Period of time
0x0208	VOBC city custom frame	VOBC→VOBC	4 to infinity	Period of time
					0x020A	VOBC vendor custom frame	VOBC→VOBC	4 to infinity	Period of time

TABLE 1

In an exemplary embodiment, the direct relation train is used as a direct communication train of the train, and the train establishes communication connection with only the direct communication trains, wherein the communication connection is realized by utilizing a communication interface which is newly added in a train-train communication CBTC system and communicates with VOBC (video object controller) on other vehicles.

Wherein, the communication connection is the transmission of data by utilizing Wifi or a mobile communication network (for example, a long term evolution LTE system, etc.); on the communication connection, data transmission can be carried out between vehicles based on IEEE 802.11 communication protocol.

In an exemplary embodiment, the establishing communication connection between the onboard controllers of the train and the onboard controllers of all direct relationship trains includes:

if the train registers to an Object Control Server (OCS) for the first time, sending request information for establishing communication connection to all direct relation trains;

and receiving a feedback result of the request information.

In the exemplary embodiment, after the train-train communication system is established, the train registered for the first time in the OCS is a train newly added to the train-train communication system, and the newly added train actively establishes communication connection to the direct relationship train, so that the train can be effectively ensured to be connected with all the direct relationship trains, and the occurrence of the situation that the newly added train does not establish communication connection with part of the direct relationship trains due to the fact that a preset communication connection trigger mechanism is used is avoided.

Fig. 3 is an interaction diagram of data communication based on vehicle-to-vehicle communication provided by the present application. As shown in fig. 2, the interaction information includes:

before entering the network, the trains are registered with an Object Control Server (OCS). If the train is registered with the OCS for the first time, the train actively initiates communication establishment to all DRT trains; if the train is not registered with the OCS for the first time, the smaller train set number initiates the establishment of the communication connection.

After the communication is established, the train periodically sends the train control data of the vehicle to the DRT.

When the train has more than 2 directly related trains, a registration request is initiated for a plurality of DRTs, and the communication connection request (registration request) and the communication data mutually transmitted among the trains all comprise a data source (data transmitting party) identification and a transmitting object party (data receiving party) identification.

Taking a car a as an example, DRTs are a car B and a car C, and the registration request includes a vehicle identifier (car a) and a request target identifier (car B and car C).

And 103, controlling the running behavior of the train according to the train control information of the direct relation train.

In an exemplary embodiment, the vehicle control information may be important vehicle control information such as position, speed, and the like.

According to the method provided by the embodiment of the application, all the direct relation trains of the train are obtained, the train control information of the direct relation trains is obtained, the running behavior of the train is controlled according to the train control information of the direct relation trains, the purpose of the autonomous management of the running behavior of the train is achieved, the running behavior is managed by a ground control center without the help of trackside equipment, the communication with the ground control center is reduced, the arrangement of the trackside equipment is effectively reduced, and the operation and maintenance cost of the train is reduced.

The methods provided in the examples of the present application are further illustrated below:

in an exemplary embodiment, said determining all direct relationship trains of the train comprises:

judging whether other trains except the train exist in the track section according to a preset searching direction by taking the track section where the train runs, which is acquired in advance, as a searching starting point;

if other trains exist, selecting the train closest to the train as a direct relation train, and performing straight strand search by taking the reverse direction of the running of the direct relation train as an initial straight strand search direction;

and if no other train exists, taking the preset search direction as the initial straight strand search direction to perform straight strand search.

In the exemplary embodiment, when a series of vehicles directly related to a search is searched, the search is performed within a corresponding search range by determining a search starting point and a search direction, thereby improving the efficiency of the search.

The inventor finds that, during the running of a train, other straight tracks may converge on a straight track where a route passes, and trains on the other straight tracks share the same track with the train after the tracks converge, so that the running states of the trains also affect the running state of the train.

In an exemplary embodiment, the straight stock search specifically comprises the following steps:

b1: taking the track section where the train runs acquired in advance as a search starting point,

b2: taking the initial straight strand search direction as a search direction;

b3: sequentially inquiring whether other trains run on all track sections in the straight strand running direction of the train, if so, judging the train directly adjacent to the train as a direct relation train, and stopping current train search; if no other train exists, stopping the current straight stock search when the end track section in the straight stock direction is searched;

b4: recording the information of all turnouts passing through in the search;

b5: determining a straight rail track connected with each turnout bend rail according to the information of the turnout;

b6: taking the track section of the turnout area of each turnout as a search starting point, executing the steps from B3 to B5 in each direction of the turnout until all reachable tracks are traversed, and executing B7;

b7: and finishing the search, and collecting all the direct relation trains into all the direct relation trains.

For the step B4, two cases are specifically included:

1. the search is stopped when the direct relationship train has been searched before the end track section in the straight direction is not searched, which is the case without recording the connected switch information of the track section that has not been searched.

2. When the end track in the straight direction is searched, all the turnout information passed by all the track sections in all the straight directions needs to be recorded.

Fig. 4 is a schematic diagram of Direct Relationship Train (DRT) search in the road network system provided in the present application. As shown in fig. 4, the target communication train is determined by the relative positional relationship of the trains, and the positional relationship of the trains on the road network can be classified into a Direct Relationship Train (DRT), an Indirect Relationship Train (IRT), and a non-relationship train (NRT). The train only establishes communication with the DRT of the train, and information such as transmission speed, position and the like is used for MA calculation. Therefore, it is confirmed that the DRT of the own vehicle is one of the core functions of the CBTC system based on vehicle-to-vehicle communication.

The definition of a DRT train is: the train has a direct connection relationship with the host vehicle in the undirected graph. The undirected graph means that the default operation direction of the track is not considered, only the topological connection relation of the track is considered, such as 6 vehicles and 7 vehicles in fig. 4, although the communication of the vehicles needs to undergo the turn-back, the vehicles are judged to be DRT trains because no other train exists between the two vehicles. As another example, 6 cars and 12 cars experience three switches but should be judged as DRT trains since there are no other trains between them. In summary, the judgment principles of DRT, IRT, NRT are summarized as follows:

DRT: the train which can be connected with the vehicle is a DRT regardless of the direction;

IRT: a DRT train (excluding the vehicle) of the DRT trains is an IRT train of the vehicle;

NRT: a train that is neither the host vehicle DRT nor the host vehicle IRT.

Taking the road network shown in fig. 4 as an example, the DRT train of each train in the road network is shown in the following table:

host vehicle ID	Corresponding DRT train ID set
		1	[6]
2	[7]
		3	[8]
4	[9]
		5	[10]
6	[14,7,11,12,15,1]
		7	[14,6,11,12,15,2]
8	[11,3]
		9	[12,4]
10	[5,13]
		11	[8,14,6,12,7,15]
12	[9,15,14,11,6,7]
		13	[17,15,10]
14	[16,11,6,12,7,15]
		15	[17,13,12,14,11,6,7]
16	[14]
		17	[15,13]
18	[16,17,19,20]
		19	[16,17,18,21]
20	[18]
		21	[19]

TABLE 2

The DRT searching method comprises the following steps:

1. local search: and judging whether other trains except the vehicle exist in the track section according to the received positions of the other trains by taking a certain track section in the electronic map as a starting point. If other trains exist, the train nearest to the vehicle is taken as a DRT train, and the reverse direction of the DRT train is taken as the initial straight strand searching direction; and if no other train exists, performing straight stock search according to the default search direction.

2. Straight stock search: and searching whether other trains exist on each reachable track section at one time according to the given starting track section and the initial searching direction on the basis of the straight stock priority principle. If other trains exist, recording the train as a DRT train and terminating the current straight stock search; and if no DRT train exists, stopping the current straight stock search when the destination track section is searched.

3. And (3) turnout searching: and recording the ID of the turnout passing through the search according to the straight stock search result, and finding out the track section (point rail, straight rail or bent rail) of the turnout area which is not searched according to the electronic map to be used as the initial track section of the straight stock search in the next period.

4. And alternately carrying out straight stock search and turnout search until all accessible track sections are traversed.

5. And finishing the search and outputting all the searched DRT train lists.

The DRT algorithm ensures that when the ID of the vehicle and the positions of other trains on the road network are input, correct judgment is given, and the DRT trains in the vehicle are confirmed, so that communication connection can be initiated to correct target trains.

In the exemplary embodiment, based on the above process, the train directly related to the train can be acquired more comprehensively, the running state around the train can be acquired conveniently, and a data basis is provided for the subsequent safety control of the running of the train.

Fig. 5 is a schematic diagram of a method for planning a train driving path according to an embodiment of the present application. As shown in fig. 5, the method includes:

step 501, acquiring the current position of a train in the running process;

step 502, planning the train driving path according to the pre-acquired driving plan, the topological structure of the road network resource and the current position of the train.

In the present exemplary embodiment, when planning a route of a train, it is further determined whether the road network of the segment is available according to the fault state of the road network resource, and planning a route according to the available state of the road network.

According to the method provided by the embodiment of the application, the current position of the train in the running process is obtained, the train running path is planned according to the pre-obtained running plan, the topological structure of the road network resources and the current position of the train, the purpose of automatically planning the path of the train is achieved, interaction with a ground control center is reduced, deployment of trackside equipment is effectively reduced, and the operation cost of the train is reduced.

In an exemplary embodiment, the controlling the driving behavior of the train according to the train control information of the direct relationship train includes:

and controlling the running behavior of the train according to the direct relation train control information and by combining and pre-acquiring the position and the speed of the train.

In the exemplary embodiment, the train control information may be a position and/or a speed, and management of the running state of the train is not processed by using a ground control center, but is implemented by the train, so that interaction with the outside is reduced, and management efficiency is improved.

In an exemplary embodiment, the managing the driving behavior of the train includes:

and after the position and the speed of the direct relation train are obtained, calculating the running path of the train according to the position and the destination information of the train which are obtained in advance.

In the exemplary embodiment, the train completes corresponding path planning based on the acquired information, improves the self-management capability of the train, and reduces the interaction cost with the ground management system.

In an exemplary embodiment, when the current no path or resource state within the planned path of the train changes, the driving path of the train is calculated.

In the exemplary embodiment, the calculation operation of the driving path is triggered based on the condition, and the consumption of hardware resources of the train can be effectively controlled by setting a reasonable triggering condition, so that the purpose of optimizing the use of the resources is achieved.

In an exemplary embodiment, the calculating the driving path of the train according to the position and the destination information of the train includes:

acquiring mark information of a track section where the minimum rear end of the train passes and mark information of a destination;

and calculating the running path of the train by using a pre-acquired vehicle-mounted electronic map according to the mark information of the track section and the mark information of the destination.

In the exemplary embodiment, the current running information and the destination information of the train are acquired, the running path of the train is calculated by using the electronic map, the purpose of completing path planning by the train is achieved, the interaction with a ground control center is reduced, and therefore the deployment of trackside equipment is reduced.

In an exemplary implementation, the driving path of the train is obtained by the following method comprising:

acquiring road network topology information corresponding to the train running path, and determining a straight track on which the train runs;

searching and inquiring the use occupation state information of each track section on the straight track according to the running direction of the train;

In the present exemplary embodiment, when a travel path is planned for a train, a straight track is preferentially selected, and the distance of travel is controlled.

In an exemplary embodiment, the train path is further obtained by:

In the present exemplary embodiment, if the straight-rail trajectory preferentially used cannot be used, an alternative target trajectory may be determined in the above manner, and path planning may be completed.

An example of path planning is as follows:

according to the decentralized design concept, the driving paths of the trains are not distributed by the ATS any more, and the trains are automatically and dynamically planned according to the current positions, the destination positions and the current state of the road network. Therefore, the operation plan of the train is more flexible, and the whole system has greatly enhanced emergency response capability. Meanwhile, the planning of the driving path is a necessary premise for calculating the Movement Authorization (MA) by the vehicle-mounted ATP, and the vehicle-mounted ATP needs to calculate the current MA of the train in the path planning range. The path planning function is implemented by a path planning algorithm (RMA).

The path planning calculation is specifically as follows:

1. the path planning is only carried out when needed, namely when the current train has no path or the resource state in the coverage range of the planned path changes;

2. the path planning does not consider the occupation state of the track, but needs to consider the fault state (or abnormal occupation state) of the track;

3. the path planning follows the principle of 'straight stock priority';

4. when a fault track section (unavailable section) is searched, the algorithm needs to select as required: bypassing the failed section and retracting a track section from the failed section;

5. the input of the path planning is the track section ID where the minimum rear end of the vehicle is located, a destination number (from ATS), a vehicle-mounted electronic map and the like;

6. the output of the path planning is the track section ID sequence contained in the path, the turnout sequence passed by the path, the corresponding turnout state and the like.

Fig. 6 is a flowchart of a method for calculating train movement authorization in the CBTC system based on vehicle-to-vehicle communication according to the present disclosure. The method of fig. 6, comprising:

601, judging all direct relation trains on the driving path of the train, wherein the direct relation trains are the trains directly adjacent to the train in the road network topology information;

compared with the method shown in fig. 1, it can be seen that the steps of the method all obtain the direct relation train of the train, and the judging conditions of the direct relation train are the same; the difference is that the step of the present application is that the obtained DRT only obtains the driving path.

Step 602, acquiring the positions of all trains in direct relation;

in an exemplary embodiment, the positions of all the trains in direct relation can be acquired through acquisition from a ground control center, and also can be acquired through vehicle-vehicle communication, wherein the vehicle-vehicle communication mode comprises transmission based on Beidou short messages or communication connection between vehicle-mounted controllers.

Step 603, calculating the movement authorization range of the train according to the driving paths of the train and the positions of the direct relation trains on all the driving paths.

In an exemplary embodiment, the position of the direct relation train is an important parameter directly influencing the running state of the train, and the movement authorization range of the train is calculated by utilizing the position of the direct relation train, so that the movement authorization range can be calculated more accurately.

In an exemplary embodiment, the calculating the authorized moving range of the train according to the train path of the train and the positions of all the direct relationship trains further includes:

when the train and the direct relation train run oppositely, acquiring a movement authorization range of the direct relation train running oppositely to the train;

and when the movement authorization range of the train is calculated, calculating the movement authorization range of the train according to the movement authorization range of the train in direct relation with the train running oppositely.

In the exemplary embodiment, when the direct relationship train and the train travel in opposite directions, the distance between the direct relationship train and the train becomes shorter and shorter along with the change of time, so when the train calculates the movement authorization range, the calculation is performed according to the movement authorization range of the direct relationship train.

According to the method provided by the embodiment of the application, all the trains in direct relation on the driving paths of the trains are judged, then the positions of all the trains in direct relation are obtained, and the movement authorization range of the trains is calculated according to the driving paths of the trains and the positions of the trains in direct relation on all the driving paths, so that the purpose of movement authorization of the trains is achieved, the calculation timeliness of the movement authorization range is improved, the interaction with a ground control center is reduced, the deployment of trackside equipment is reduced, and the operation cost is reduced.

In an exemplary embodiment, after obtaining the position and destination information of the train, calculating the driving route of the train according to the position and speed of the direct relationship train, the method further includes:

and calculating the movement authorization range of the train according to the driving path of the train.

In the exemplary embodiment, the train completes the calculation of the movement authorization range, the self-management capability of the train is improved, and the interaction cost with the ground management system is reduced.

In an exemplary embodiment, calculating the authorized movement range of the train according to the driving path of the train includes:

calculating an expected movement authorization range required by the train to travel on the calculated driving path;

inquiring whether the train is allowed to be configured with the expected movement authorization range or not to obtain an inquiry result;

and calculating the actual movement authorization range of the train according to the query result.

In the exemplary embodiment, the expected acquired movement authorization range is obtained through calculation, the actual movement authorization range is determined according to the acquired query result, and the pressure originally processed by the ground control center is shared by each train, so that the pressure of the ground control center is reduced; meanwhile, the train manages the mobile authorization range, so that the interactive process of mobile authorization is simplified, and the processing efficiency is improved.

In an exemplary embodiment, the querying whether to allow the train to be configured with the expected moving authorization scope obtains a query result, including:

applying for occupation of track resources within the expected mobile authorization range coverage to an Object Control Server (OCS) of the operation control system;

receiving an application result for resource occupation within the expected mobile authorization scope coverage, wherein the application result indicates track resources that the train can occupy.

In the exemplary embodiment, after obtaining the expected mobile authorization range, the OCS needs to apply occupation to the resources in the coverage area of the MA, so that the OCS locks the corresponding switches and track segments according to the occupation application command; if the application is successful, the resource occupation is finished, and a final effective MA is correspondingly generated and used for generating a speed control curve; otherwise, the movement authorization range of the train is recalculated.

The vehicle VOBC carries out the calculation of the moving authorization MA and further description of the track resources which can be occupied by the train:

the MA calculated on board is divided into two categories: the method comprises the steps that firstly, an expected MA obtained through preliminary calculation according to a planned path is obtained, and secondly, an effective MA which is finally calculated according to an occupation result after resource occupation is applied to an object control server OCS of an operation control system according to the expected MA; the effective MA is used for calculating the speed control curve of the train by the vehicle-mounted ATP. The length of the expected MA is a variable value, with lower train speeds corresponding to shorter expected MAs and higher train speeds corresponding to longer expected MAs.

Deletion of MA: when an emergency situation occurs requiring deletion of an MA to trigger braking, both the intended MA and the active MA need to be deleted.

and when the train tracks the direct relation train, controlling the tracking speed of the train to be the current speed of the tracked direct relation train when the train running position reaches a preset boundary in the movement authorization range.

In the exemplary embodiment, in a two-train tracking scenario, a train tracks a preceding train as a following train and a preceding train as a direct relationship train of the following train, the running state information of the preceding train can be acquired according to a preset acquisition strategy, when the running position of the train reaches a preset boundary in the movement authorization range, the current speed of the preceding train is directly used as the tracking speed of the train, the running speed of the following train does not need to be calculated in real time, the running distance between the preceding train and the following train is effectively controlled, and a 'soft wall collision' is technically realized.

and when the train and the direct relation train run oppositely, controlling the running speed of the train to be 0 at the boundary area of the movement authorization range of the direct relation train running oppositely and the movement authorization range of the train.

In the present exemplary embodiment, when the DRT train and the train are traveling in opposite directions, since the two trains are traveling toward the same target, when the movement authorization ranges of the two trains overlap, the train needs to be controlled to stop to avoid a collision.

Fig. 7 is a schematic diagram of a train control system according to an embodiment of the present application. The train control system shown in fig. 7 includes an on-board controller VOBC and a ground control device, wherein:

the vehicle-mounted controller VOBC is provided with a communication interface for communicating with the vehicle-mounted controller VOBC of the direct relation train and is used for acquiring the train control information of all the direct relation trains in the running process of the train;

the ground control equipment comprises an automatic train monitoring system ATS and an object control server OCS; wherein:

the ATS is used for outputting a running plan of the train;

and the Object Control Server (OCS) is used for generating a driving control instruction according to the vehicle control information of all the direct relation trains after the driving plan issued by the ATS is obtained, and outputting the control instruction.

In an exemplary embodiment, the on-board controller VOBC comprises an automatic train driving system ATO and an automatic train protection system ATP, wherein:

the ATP is provided with a DRT searching module of the direct relation train, and the DRT searching module obtains the degree of the direct relation train in the running process of the train by adopting the following method, including:

and judging all direct relation trains of the trains, wherein the direct relation trains are the trains which are directly adjacent to the trains in the road network topology information.

In an exemplary embodiment, the determining, by the DRT search module, the train of direct relationship of the train specifically includes:

In an exemplary embodiment, the DRT search module performs the stock search by:

b2: taking the initial straight strand search direction as a search direction;

b3: sequentially inquiring whether other trains run on all track sections in the straight stock running direction of the train, if so, judging the train directly adjacent to the train as a direct relation train, and stopping the current straight stock search; if no other train exists, stopping the current straight stock search when the end track section in the straight stock direction is searched;

b4: recording the information of all turnouts passing through in the search;

b7: and finishing the search, and taking the set of all the direct relation trains as all the direct relation trains.

In one exemplary embodiment, the on-board controller VOBC includes an automatic train driving system ATO and an automatic train protection system ATP,

the ATP is provided with a driving path planning module, and the driving path planning module manages the driving behavior of the train according to the position and the speed of the train in direct relation, and the position and the speed of the train, which are obtained in advance.

In an exemplary embodiment, the driving path planning module calculates the driving path of the train according to the position and destination information of the train after obtaining the position and speed of the direct relation train.

In an exemplary embodiment, the driving path planning module calculates the driving path of the train when the current no path of the train or the resource state in the planned path range changes.

In an exemplary embodiment, the driving path planning module calculates the driving path of the train by:

In an exemplary embodiment, the driving path of the train obtained by the driving path planning module is obtained by:

In an exemplary embodiment, the driving path of the train obtained by the driving path planning module is further obtained by:

and calculating the driving path of the similar vehicle by using the free available track sections on the straight track and the determined target track.

In an exemplary embodiment, the ATP is further provided with a road network resource management module, and the road network resource management module calculates a movement authorization range of the train according to the following method, including:

determining all direct relation trains on the driving path of the train, wherein the direct relation trains are trains directly adjacent to the train in the road network topology information;

acquiring the positions of all trains in direct relation;

and calculating the movement authorization range of the train according to the driving paths of the train and the positions of the direct relation trains on all the driving paths.

In an exemplary embodiment, the ATP further includes a road network resource management module, where the road network resource management module calculates a movement authorization range of the train according to the driving path of the train and the positions of all the trains in direct relation, and further includes:

In an exemplary embodiment, the ATP is further provided with a road network resource management module, and the road network resource management module calculates a movement authorization range of the train by using a method including:

the calculating the movement authorization range of the train according to the driving path of the train comprises the following steps:

In an exemplary embodiment, the road network resource management module queries whether the train is allowed to be configured with the expected moving authorization range, and obtains a query result, including:

applying the expected track resource occupation in the mobile authorization range coverage to an Object Control Server (OCS) of an operation control system;

receiving an application result for resource occupation within the expected mobile authorization scope coverage, wherein the application result indicates track resources that the train can occupy. .

In an exemplary embodiment, the ATP is further provided with a speed control curve management module, and the road network resource management module manages the driving behavior of the train by any one of the following manners, including:

when the train tracks the direct relationship train, controlling the tracking speed of the train to be the current speed of the tracked direct relationship train when the train running position reaches a preset boundary in the movement authorization range;

In an exemplary embodiment, the ATP is further provided with a train control information obtaining module, and the train control information obtaining module obtains train control information of a direct relationship train by using a method including:

In an exemplary embodiment, the ATP is further provided with a train control information obtaining module, and the train control information obtaining module establishes communication connections between the train and all direct relationship trains by using the following method, including:

and establishing communication connection between the vehicle-mounted controller of the train and the vehicle-mounted controllers of all the direct relation trains.

if the train registers to the object control server OCS for the first time, sending request information for establishing communication connection to all direct relation trains;

and receiving a feedback result of the request information.

In the train control system provided by the embodiment of the application, in a CBTC (communication based train control) system based on train-train communication, a vehicle-mounted system bears main train control responsibility, and the original functions of calculating MA (MA) by a ZC (zero crossing point) and planning a path by an ATS (automatic train control system) are realized by a VOBC (variable volume network controller), so that a decentralized and autonomous control concept is realized. Compared with the CBTC system in the related technology, the regional controller is not reserved any more, the original ATS function is greatly simplified, and therefore the quantity and complexity of ground equipment are greatly reduced.

The embodiment of the application provides a vehicle-mounted controller VOBC, including train automatic driving system ATO and train automatic protection system ATP, wherein:

the automatic protection system ATP of train is provided with driving route planning module, driving route planning module adopts following mode to carry out the planning of train driving route, includes:

acquiring the current position of a train in the running process;

In an exemplary embodiment, the ATP is provided with a driving path planning module, and the driving path planning module plans a driving path of a train according to a pre-obtained driving plan, a topological structure of a road network resource, and a current position of the train by using the following method, including:

In an exemplary embodiment, the ATP is provided with a driving path planning module, and the driving path planning module performs a path in the following manner, further including:

In an exemplary embodiment, the ATP is provided with a driving path planning module, and the driving path planning module performs a path by using the following method, including:

the driving plan comprises driving direction and destination mark information;

The automatic protection system ATP of train is provided with driving route planning module, driving route planning module still obtains carrying out the route through following mode, includes:

The vehicle-mounted controller provided by the embodiment of the application acquires the current position of a train in the driving process, plans the train driving path according to the pre-acquired driving plan, the topological structure of road network resources and the current position of the train, achieves the purpose of automatically planning the path of the train, reduces interaction with a ground control center, effectively reduces the deployment of trackside equipment, and reduces the operation cost of the train.

In summary, it can be seen that, in the related art, the CBTC system has a high requirement on the stability of the vehicle-ground communication, and once the vehicle-ground communication fails, the system is forced to use a degraded mode, so that the operation efficiency is greatly reduced. According to the embodiment provided by the application, the CBTC based on vehicle-vehicle communication greatly cuts the trackside equipment, so that the operation and maintenance cost of the train control system is greatly reduced; meanwhile, the vehicle-vehicle communication CBTC system can further reduce the driving tracking interval in a 'soft wall collision' mode, so that the operation capacity is greatly improved; finally, thanks to the decentralized characteristic of the system architecture, the vehicle-vehicle communication CBTC system has stronger flexibility and expansibility, and can be suitable for different types of rail transit systems, such as subways, intercity railways, trams and the like.

The methods provided herein are further described below:

fig. 8 is a schematic diagram of a CBTC system architecture based on vehicle-vehicle communication provided in the present application. As shown in fig. 8, the system includes: the system comprises an automatic train monitoring subsystem ATS, a train control system ATC, a computer interlocking subsystem CBI, a Maintenance Support System (MSS), a data communication subsystem (DCS for short) and other related external systems (CLK, ISCS, PA, PIS and the like).

A Vehicle On-Board Controller (VOBC) is a computer-based system that supervises the operation of a train based On an On-Board electronic map and information exchanged with a ground subsystem. The VOBC includes two main functional modules of train automatic driving (ATO) and train automatic protection (ATP). In a CBTC (communication based train control and train control) system based on train-train communication, a train-mounted system bears main train control responsibility, and the functions of calculating a mobile authorization MA (MA) by an original ground controller ZC and planning a path by an ATS (automatic train control system) are realized by a VOBC (voice over cellular), so that a decentralized and autonomous control concept is realized. Compared with the CBTC system in the related technology, the regional controller is not reserved any more, the original ATS function is greatly simplified, and therefore the quantity and complexity of ground equipment are greatly reduced.

3. Floor equipment

As the main functions of the ground equipment in the CBTC system in the related technology are realized by VOBC, the original ground equipment is greatly simplified, and only part of ATS functions, necessary interlocking functions, communication functions and the like are reserved. The main ground equipment is as follows:

a)ATS

the ATS subsystem is a distributed real-time computer monitoring system, is used as a subway operation driving command center, and plays a role in assisting a dispatcher to compile an operation plan and supervise the execution of the plan. Its business content includes 3 main aspects: planning, monitoring and adjusting, and in addition, auxiliary functions such as statistical analysis, vehicle segment maintenance, etc.

b) Control server OCS (object control server)

The OCS is a computer-based system that generates messages to be sent to the train based on information received from the ATS subsystem and information exchanged with the onboard subsystem. The primary purpose of these messages is to provide trackside device control commands and status such as switches, semaphores, PSDs, etc.

In addition, the OCS also implements functions similar to interlocking, which mainly include: and executing a switch control command sent by the VOBC, a section blocking command sent by the ATS, a temporary speed limit command sent by the ATS and other commands.

The OCS reports the road network resource state (whether a section is occupied or not, whether a section has a fault or not and the like) to the ATS; the road network resource status (whether the switch has been locked, section temporary speed limit, etc.) is sent to the VOBC.

c) Data storage unit DSU

The data storage unit DSU is a configurable unit of the CBTC system, and each subsystem can identify whether the DSU is currently configured or not through means of configuration files, system parameters and the like, and carries out corresponding processing. The data storage unit can store the vehicle-mounted electronic map of the local line and the interconnection line, check the data version after the VOBC is electrified, and if the check fails, the vehicle-mounted equipment downloads the data and the ground equipment cannot complete initialization.

d)MSS

The subsystem of the train automatic control system monitors and records the maintenance information of other subsystems in the system, assists the fault analysis of the system and is used for the daily operation maintenance of the system

e)DCS

The DCS is composed of a vehicle-ground wireless communication system special for a signal system and a signal track bypass communication backbone network, and provides continuous and bidirectional communication for each subsystem in the signal system.

f) Transponder

Transponders are transmission devices that can transmit messages to a subsystem in a vehicle, which, based on the existing european transponder (Euro-Balise) specification, provides the possibility of transmitting messages uplink, i.e. from the ground to the vehicle. The transponder can provide a fixed message, or a variable message when connected to a trackside electronic unit (LEU); the application may be performed in groups, each query transponder transmitting a message, the combination of all messages constituting the message transmitted by the group of transponders.

g) Trackside electronic unit LEU

The trackside electronic unit LEU is an electronic device that generates the messages to be transmitted by the transponders from the information received from the CBI subsystem.

h) Track circuit/recording shaft

The method is used for the occupancy check of the train.

ATC System Functions

The ATC system realizes automatic control and protection of the train and mainly comprises an ATP subsystem and an ATO subsystem, wherein:

the ATP subsystem is responsible for ensuring the running safety of the train and preventing dangerous conditions such as collision, overspeed and the like from occurring in the running process, and has the main functions of continuously detecting and positioning the train, ensuring that the train does not cross barriers in running, ensuring that the speed of the train does not exceed the maximum safe speed, ensuring the interlocking condition between the train and a train door, a turnout, a platform door and the like;

the ATO subsystem ATO is in charge of controlling the high-efficiency and low-energy-consumption operation of the train under the protection of ATP, and has the main functions of ensuring that the train arrives and departs at a station regularly, ensuring that the train stops at the station accurately, and controlling the stop, the stop-taking, the jump-stopping and the like of the train according to the operation requirement.

Fig. 9 is a schematic diagram of an ATC system provided in the present application. As shown in fig. 9, the vehicle-vehicle communication system architecture has not changed significantly, and the vehicle-mounted subsystem still needs to acquire necessary vehicle control information from the ground subsystem through the DCS subsystem; compared with the existing CBTC system, the vehicle-vehicle communication CBTC system adds a communication interface with VOBC on other vehicles, thereby realizing the mutual transmission of important vehicle control information such as train position, speed and the like between different trains. From the functional architecture, the control core of the vehicle-vehicle communication CBTC system is transferred to the vehicle-mounted ATP from the ground control center, the vehicle control strategy is determined by the vehicle-mounted ATP, and the ground equipment only plays an auxiliary role in executing instructions.

In the related technology, the CBTC system realizes train operation control by means of two-way communication of vehicle-mounted and ground equipment, and the main flow is as follows: after the vehicle-mounted equipment completes positioning through the ground beacon equipment, the vehicle-mounted equipment sends the self positioning to the area controller; the regional controller calculates the movement authorization length of each train according to the received position information of all trains in the jurisdiction and sends the movement authorization length to the corresponding train; and the vehicle-mounted equipment calculates a speed control curve according to the received movement authorization length of the zone controller, and controls the safe running of the train according to the speed control curve.

In the embodiment of the application, the vehicle-mounted equipment of the CBTC system based on vehicle-vehicle communication needs to independently complete the functions of train positioning, movement authorization calculation, speed curve calculation and the like, and does not depend on ground equipment to calculate the movement authorization. In order to realize the function, the current train-mounted equipment needs to know the position and speed information of a train nearby, so the concept of train-to-train communication is introduced. The speed and position information of other trains required by the vehicles is transmitted through the communication between the vehicles so as to meet the requirement of safe vehicle control. Therefore, the CBTC system based on vehicle-vehicle communication needs to realize the following core functions:

a) confirmation target communication train

As shown in fig. 6, the target communication train is determined by the relative position relationship of the train, and the driving path planning module of the ATP of the train automatic protection system of the vehicle-mounted VOBC searches for the Direct Relationship Train (DRT) in the road network system, where the specific Direct Relationship Train (DRT) search has been described in detail in the foregoing, and is not described here again.

b) Dynamic path planning

According to the decentralized design concept, the driving paths of the train are not distributed by the ATS any more, and the on-board controller VOBC of the train is changed to automatically and dynamically plan according to the current position and the destination position of the train and the current state of a road network. The path planning is calculated by a driving path planning module of an ATP system of a train automatic protection system of a vehicle-mounted VOBC, and the specific path planning calculation is also discussed in detail in the foregoing, which is not described in detail again.

c) Vehicle-mounted VOBC (video object controller) for completing MA (movement authorization) calculation and train movement authorization range calculation

And the driving path planning module of the automatic protection system ATP of the vehicle-mounted VOBC finishes the calculation of the path planning, and the calculation process of the path planning is as described in the foregoing, and is not repeated in detail.

The road network resource management module of the ATP system for automatically protecting the vehicle-mounted VOBC completes calculation of the expected movement authorization range and the actual movement authorization range of the train, and the calculation of the movement authorization range is specifically described in detail above and is not described in detail again.

The technical advantages of the accuracy of vehicle-to-vehicle communication based on an onboard controller are specifically analyzed and explained as follows:

in practical application, vehicle-to-vehicle communication can be realized through a CBTC system based on satellite positioning, the positioning of a train still depends on trackside equipment, the transmission of the running state of the train still depends on vehicle-to-ground or vehicle-to-vehicle two-way communication, and partial trackside equipment still needs to exist, such as a shaft recorder, a transponder, an interlock and the like. The CBTC system based on satellite positioning can reduce the use of trackside equipment in the train control system to the maximum extent theoretically. Through satellite positioning, the train can acquire the position information of the train, and mutually transmits the speed, the position and other information of the train through train-train communication, so that a train-train communication CBTC system based on satellite positioning is realized. However, the current satellite positioning technology and satellite communication technology are not sufficient to support the above design solutions, mainly because of the following reasons:

1. the precision of satellite positioning is not sufficient

The accuracy of satellite positioning is directly related to whether the train can obtain accurate position information. The precision of the most advanced satellite positioning can reach 2.5 to 5 meters at present, but the most advanced satellite positioning method is not popularized and used yet. The general positioning accuracy is about 10 to 100 meters, and the floating range is large, so that the method is not suitable for train positioning. The conventional CBTC system vehicle-mounted equipment can automatically calibrate the position when passing through a ground beacon, so that the positioning precision is ensured to meet the system requirement. The satellite positioning requires that a vehicle-mounted system positions the current position of the train on the track by combining positioning coordinates and an electronic map, and has higher requirement on satellite positioning precision; meanwhile, the specification of the vehicle-mounted map in the related art cannot meet the positioning requirement, and a new vehicle-mounted map standard (a vehicle-mounted map based on a coordinate position) needs to be formulated. Therefore, the application of the satellite positioning technology in the train control system is difficult.

2. Satellite communication has insufficient stability and rate

Satellite positioning cannot guarantee communication uncertainty, is greatly influenced by factors such as environmental climate and the like, is also related to the operation period of a positioning satellite, and is not suitable for being used as an information communication network of a safety critical system. Meanwhile, due to uncertainty of communication delay, a vehicle-mounted system needs to be combined with a speed sensor of the vehicle to calibrate a satellite positioning result, processing logic is complex, and application difficulty of a satellite positioning technology is increased.

3. Satellite positioning and communication are affected by terrain

Satellite positioning is only suitable for railway systems (such as a Qinghai-Tibet line) built in open areas above the ground, but not suitable for railway systems in subways or complex terrains (such as mountainous areas), so that application scenes are greatly limited.

After the technical analysis of satellite positioning, the following description will be made of the advantages of the vehicle-vehicle communication based system (hereinafter referred to as the present system) provided by the present application:

first, the positioning accuracy of the present system is high because:

1. the system is positioned by the ground beacon equipment which is strict SIL4 equipment, and the positioning precision is higher;

2. the positioning of the system is not influenced by the earth celestial motion, and the positioning stability is high;

3. the positioning of the system does not depend on a wireless communication network and is not influenced by wireless communication delay, so the accuracy is higher.

Secondly, the application scenario of the system is wider than that of a satellite positioning system, because:

1. the satellite positioning system is only suitable for railway systems (such as a Qinghai-Tibet line) constructed on broad and monotonous terrains due to the characteristics of the satellite positioning technology;

2. the rail transit systems such as urban tramcars, subways and the like are not suitable for satellite positioning systems at present;

3. for the rail transit system with a complex road network structure, the satellite positioning system has risks in application; for example, switches where trains are located cannot be accurately identified.

Compared with satellite positioning, the precision of data acquisition of the vehicle-mounted controller is superior to that of satellite positioning, and the vehicle-mounted controller is a core component of the train control system, is obviously superior to a satellite positioning system in stability and data transmission rate, is not influenced by terrain, can establish stable data communication with a direct relation train, and ensures stable, rapid and accurate data transmission.

Compared with the conventional CBTC system, the CBTC system based on vehicle-vehicle communication has the following advantages:

1. great trackside reduction equipment

Since the system no longer relies on the ground area controller to calculate the authorized range of movement of the train, the trackside equipment is reduced to only the object control unit (for controlling switches), ATS, and beacon equipment (axletree or track circuit) for location. The ground equipment is greatly simplified, and the control logic is greatly simplified, so that the manufacturing cost and the operation and maintenance cost of the system are greatly reduced.

2. Smaller tracking interval

Because the speed and the position information can be mutually transmitted between the vehicles in the vehicle-vehicle communication CBTC system, the train can use a 'soft wall collision' principle during tracking, namely, the current speed of the front vehicle can be used under the condition that the target speed corresponding to the movement authorization terminal of the rear train is allowed under the condition, and the constant-speed tracking between the vehicles is realized.

3. Decentralization feature

In the related art, the CBTC system controls the operation of trains by using a movement authority calculated for each train, centering on a zone controller on the ground. The architecture has the advantages that the road network resources can be comprehensively managed, and the optimized resource allocation is made; the disadvantage is that a large amount of trackside equipment is needed, and the important responsibility of the area controller control center is that once a fault occurs, the whole road network is easy to break down. In addition, the centralized architecture requires the ground equipment and the vehicle-mounted equipment to operate cooperatively, and the control logic is complex. The CBTC system based on the vehicle-vehicle communication adopts a decentralized design concept, the vehicle-mounted equipment autonomously plans a driving path, an MA and a speed control curve are autonomously calculated, the control logic is greatly simplified, and the calculation resources are fully utilized. Meanwhile, as the 'control center' is not provided, the application scene of the whole set of control system is greatly expanded, and the control system can be flexibly applied to different types of railway systems, such as subways, light rails, trams and the like.

It will be understood by those of ordinary skill in the art that all or some of the steps of the methods, systems, functional modules/units in the devices disclosed above may be implemented as software, firmware, hardware, and suitable combinations thereof. In a hardware implementation, the division between functional modules/units mentioned in the above description does not necessarily correspond to the division of physical components; for example, one physical component may have multiple functions, or one function or step may be performed by several physical components in cooperation. Some or all of the components may be implemented as software executed by a processor, such as a digital signal processor or microprocessor, or as hardware, or as an integrated circuit, such as an application specific integrated circuit. Such software may be distributed on computer readable media, which may include computer storage media (or non-transitory media) and communication media (or transitory media). The term computer storage media includes volatile and nonvolatile, removable and non-removable media implemented in any method or technology for storage of information such as computer readable instructions, data structures, program modules or other data, as is well known to those of ordinary skill in the art. Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, Digital Versatile Disks (DVD) or other optical disk storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other medium which can be used to store the desired information and which can accessed by a computer. In addition, communication media typically embodies computer readable instructions, data structures, program modules or other data in a modulated data signal such as a carrier wave or other transport mechanism and includes any information delivery media as known to those skilled in the art.

Claims

1. A method for planning a train driving path is characterized by comprising the following steps:

acquiring the current position of a train in the running process;

planning a train driving path according to a pre-acquired driving plan, a topological structure of road network resources and the current position of the train;

the train running path is obtained by the following method, including:

the driving plan comprises driving direction and destination mark information;

when the occupied state of each track section on the straight track is idle and available, calculating the driving path of the train by using the idle and available track sections;

when the using state of at least one track section on the straight strand track is abnormal occupation or fault, determining a target track capable of bypassing the abnormal occupation or fault track section; or, backing to the previous track section, and determining available turnout resources to obtain a target track capable of replacing the abnormally occupied or failed track section; and calculating the driving path of the train by using the free available track sections on the straight track and the determined target track.

2. The method according to claim 1, wherein the planning of the train driving path according to the pre-obtained driving plan and the topology of the road network resource and the current position of the train comprises:

and planning the train running path according to the fault state of the road network resource, the current position of the train and the running plan issued by the automatic train monitoring ATS.

3. The method of claim 1, further comprising:

4.A VOBC (vehicle-mounted controller) is characterized by comprising an automatic train driving system ATO and an automatic train protection system ATP (automatic train protection system), wherein: the ATP is provided with a driving path planning module which calculates the driving path of the train according to the method of any one of claims 1-3.