CN111874046A - Train driving-based automatic handling method and system for high-speed railway route - Google Patents
Train driving-based automatic handling method and system for high-speed railway route Download PDFInfo
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- CN111874046A CN111874046A CN202010675988.7A CN202010675988A CN111874046A CN 111874046 A CN111874046 A CN 111874046A CN 202010675988 A CN202010675988 A CN 202010675988A CN 111874046 A CN111874046 A CN 111874046A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
Abstract
The invention discloses a train driving-based automatic handling method and system for high-speed railway route; the automatic route handling mode based on train driving is adopted, the probability of mishandling of train route is effectively reduced, the passing capacity of an operation line is improved, the operation order of transportation command is guaranteed, the interference of route handling faults to dispatchers in actual transportation is reduced, and the automation and the intelligent degree of a railway vehicle command system are improved by optimizing operation plans and available resource scheduling.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a train-driving-based automatic high-speed railway route handling method and system.
Background
The dispatching centralized system is important technical equipment of the high-speed railway in China, and integrates dispatching decision and route control based on the business process of dispatching command, thereby effectively improving the efficiency and benefit of the daily running organization of the high-speed railway, reducing the working strength and pressure of dispatching command personnel, greatly improving the receiving and dispatching efficiency of the train, and ensuring the safe and on-spot running of the train by using a correct and efficient automatic route control strategy.
The high-speed railway dispatching centralized system selects a specific route according to the actual running position of the train and the position of a departure line (platform, turning back and the like) required by the train to stop or pass by a station, and completes the opening process of the route at a proper time. The wrong route selection can cause the train to enter a wrong arrival and departure line, the passengers get on and off the train and the established transportation plan is damaged, and serious accidents of casualties can be caused in severe cases. Too early or too late time for opening the route can also cause great influence on train operation, and the earlier time for opening the route can occupy station resources too early, so that other station operations can not use related resources, and the operation efficiency is reduced. The later opening of the route can affect the train running in the route, so that the speed curve of the train is changed, and the later point of the train can be caused under the serious condition, so that the running efficiency is affected. With the increasing of the running speed and the running density of the trains, when the running of a certain train is delayed, the running of other trains is also influenced to be delayed, the delay is amplified and propagated in a multiple way under a specific condition, and the trains at a later point possibly compete with the normal running trains of the station for station access resources, so that the running sequence of the trains is disordered, and the running sequence is seriously disturbed.
Therefore, under the guidance of a correct operation plan, the dispatching centralized system selects and opens a correct route for a specific train at a proper time or place, so that correct and efficient automatic handling of the train route is realized, and the dispatching centralized system has important significance on the traffic command safety and efficiency of the high-speed railway under the complex environmental condition.
At present, a stage plan driving mode is adopted, route handling instructions are generated according to plan contents, and the arrival and departure time and sequence of a planned and appointed station are taken as reference, and position and time parameters which are fixed in advance or configured in a system are combined to be taken as the opportunity of route triggering handling.
The defects of the scheme are as follows: on the one hand, if the adjustment of the phase plan lags behind the time for handling the corresponding train route, the mode of plan driving is adopted, and the phase plan is used as the only basis for the automatic train route handling sequence. On the other hand, fixed parameters are used as the basis of the access triggering time, and a larger parameter allowance is set for ensuring the normal speed of the train in operation under the normal condition, which can cause part of station resources and capacity to be wasted.
Disclosure of Invention
The invention aims to provide a train-driving-based automatic handling method and system for high-speed railway route access, which can realize safe, reliable and timely automatic handling of train route access in a dynamic operation environment.
The purpose of the invention is realized by the following technical scheme:
a high-speed railway route automatic handling method based on train driving comprises the following steps:
according to the business process of the high-speed railway route handling, combining the acquired data characteristics of the dispatching command system to carry out the standardized processing of the data structure and the corresponding incidence relation of the automatic route handling system;
on the basis of standardized processing, determining a train route triggering area by analyzing the operation characteristics of the on-line train and adopting a mode of planning associated trains and driving the positions of the trains, adding corresponding trains in the triggering area into a monitoring train sequence, and calculating route triggering time of the corresponding trains at corresponding operation stations by adopting a time-based triggering mode;
checking and monitoring a train sequence by adopting a periodic polling mode, and constructing a command group of a corresponding route according to the train and associated plan information;
and monitoring the execution state of the command group by adopting a rule table mode and combining the signal state collected by the dispatching command system.
An automatic handling system for high-speed railway route based on train driving comprises:
the information acquisition and data standardization module is used for carrying out standardization processing on the data structure and the corresponding incidence relation of the automatic route system according to the business process handled by the high-speed railway route and by combining the acquired data characteristics of the dispatching command system;
the route trigger detection module is used for determining a train route trigger area by analyzing the operation characteristics of the on-line train on the basis of standardized processing and adopting a mode of planning associated trains and driving train positions, adding corresponding trains in the trigger area into a train monitoring sequence, and calculating route trigger time of the corresponding trains at corresponding operation stations by adopting a time-based trigger mode;
the access command construction module is used for checking and monitoring a train sequence in a periodic polling mode and constructing a command group of a corresponding access according to the train and associated plan information;
and the command state detection module is used for monitoring the execution state of the command group by adopting a rule table mode and combining the signal state collected by the dispatching command system.
According to the technical scheme provided by the invention, the automatic route handling method based on train driving is adopted, so that the probability of mishandling of the train route can be effectively reduced, the passing capacity of an operation line is improved, the operation order of transportation command is guaranteed, the interference of the route handling fault in actual transportation to a dispatcher is reduced, an operation plan and available resource scheduling are optimized, and the automation and intelligence degree of a high-speed rail driving command system is improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on the drawings without creative efforts.
Fig. 1 is a flowchart of an automatic high-speed railway route handling method based on train driving according to an embodiment of the present invention;
FIG. 2 is a diagram illustrating a data association structure according to an embodiment of the present invention;
fig. 3 is a schematic diagram of route trigger detection according to an embodiment of the present invention;
fig. 4 is a schematic diagram of route trigger area calculation according to an embodiment of the present invention;
FIG. 5 is a flow chart of the construction of the routing command according to the embodiment of the present invention;
FIG. 6 is a flow chart of route command monitoring according to an embodiment of the present invention;
fig. 7 is a schematic view of an automatic train-drive-based high-speed railway route handling system according to an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention are clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present invention without making any creative effort, shall fall within the protection scope of the present invention.
The embodiment of the invention provides a train-driving-based automatic handling method for route access of a high-speed railway, which can realize safe, reliable and timely automatic handling of the route access of the train under a dynamic operation environment. As shown in fig. 1, it mainly includes:
1. according to the business process of the high-speed railway route handling, combining the acquired data characteristics of the dispatching command system to carry out the standardized processing of the data structure and the corresponding incidence relation of the automatic route handling system;
2. on the basis of standardized processing, determining a train route triggering area by analyzing the operation characteristics of the on-line train and adopting a mode of planning associated trains and driving the positions of the trains, adding corresponding trains in the triggering area into a monitoring train sequence, and calculating route triggering time of the corresponding trains at corresponding operation stations by adopting a time-based triggering mode;
3. checking and monitoring a train sequence by adopting a periodic polling mode, and constructing a command group of a corresponding route according to the train and associated plan information;
4. and monitoring the execution state of the command group by adopting a rule table mode and combining the signal state collected by the dispatching command system.
The above-described scheme will be described in detail below.
Normalization of data structures and corresponding associations.
In the embodiment of the invention, the automatic route setting process based on the dispatching command system relates to dynamic data acquired by the system and static data provided by the system. And constructing a standardized data structure for the dynamic data and the static data by combining the business process of the route setting of the train and starting from the internal relation of the data related to the route setting, and establishing a corresponding internal incidence relation as the realization basis of the data and the business logic of the automatic route system.
In the embodiment of the present invention, five sequence structures are constructed by normalizing the data structure and the corresponding association relationship, as shown in fig. 2, which mainly includes:
1) and (3) a planning sequence, namely decomposing and reconstructing the original plan by adopting a ternary pair mode of < train, station and time >, recombining the planning sequence according to the time and the decomposed plan according to the station, line direction and the hierarchy structure of the train, and combining the trains in the train sequence to construct the association relationship between the single plan and the trains.
2) The train sequence is constructed according to the running sequence of each line on-line train in the interval and the station, is divided into the train sequence in the interval and the train sequence in the station, realizes the bidirectional association of the train in the train sequence and a related plan in the plan sequence according to the division of the station boundary and the position of the train, and realizes the mapping of the train and a real-time stage plan.
In the embodiment of the invention, all trains in the related section and the station are online trains.
3) And the topological elements are decomposed into the combination of signal unit topological elements (signal machines, turnouts, station tracks and the like) according to the signal division mode of the interlocking system of the whole station according to the topological characteristics of the station, and the association relationship between the elements is constructed according to the physical connection relationship between the topological elements, so that the sequential occupation relationship of the topological elements on the planned and specified driving path is convenient to determine.
4) A route sequence, which is used for constructing a corresponding route sequence according to the train and a corresponding stage plan of the train at a target station; the route sequence is constructed in the way of a route group, that is, the route sequence includes a series of route groups, and each route group includes a series of routes. Due to the special topology of part of stations and the requirements of detailed station regulations, the arrangement of train routes is required to be in a certain order (for example, the train is firstly arranged to send out the train route and then arranged to receive the train route), and the integral requirement is required, for example, part of the routes are required to be arranged and completed at one time (for example, the condition that a plurality of short routes are spliced exists). The method of the access group is convenient for the logic processing between the accesses in the group, and the method of the access sequence is convenient for the logic processing between the accesses. And the incidence relation between the routes and the trains and the plans is constructed, so that the route groups can be updated in time according to the dynamic changes of the on-line trains and the plans, the sequential logical relation of the route arrangement in the route groups is determined, and the logical relation among the route groups is determined in the route sequence.
5) And the command sequence is used for converting the access groups into the access commands which can be executed in an interlocking way, one access corresponds to one access command, the command group of the access is constructed, the mapping relation between the access group and the command group is established, and the state of the command group is updated according to the state of the access.
Two, route triggering scheme
In order to maintain the normal running order of the train and improve the running efficiency of the train, when the train runs to a certain position or enters the station or leaves the station from the train for a certain time, a corresponding train access needs to be opened in due time to ensure the stable running of the train, the train cannot be braked prematurely or started too late due to the too late opening of the access, and resources related to the access in the station cannot be occupied prematurely due to the too early opening of the access, so that the waste of transportation resources and capacity in the station is avoided.
Because the phase plan can change along with the operation condition of the train in the train operation process, the embodiment of the invention adopts a mode of combining event driving and periodic polling to detect the trigger opening time of the train route.
As shown in fig. 3, first, updating the planning sequence and the topology elements according to the operation status is implemented as the environmental condition triggering detection, and the steps include:
p1, according to the received stage plan or signal state, if the plan sequence is empty after normalization processing, the plan sequence is constructed and generated, if the plan sequence is existed, the existing plan sequence is updated;
and P2, updating the association relationship between the train in the train sequence and the corresponding plan in the plan sequence according to the generated/updated plan sequence.
Determining the position of a topological element of a signal unit according to the received signal state; if the current topology element is in the interval, updating an interval signal unit (P3) of the topology element; if so, the intra-site signal unit of the topology element is updated (P4).
Then, after train state information including train positions provided by a dispatching command system is acquired, trigger detection of the route is realized, and the method comprises the following steps:
t1, obtaining train state information of all trains provided by a dispatching command system, wherein the train state information comprises: train location, train number, and speed, where location is used to locate the train, train number is used to verify the association of the train with the plan, speed is used to calculate the arrival time of the train, and the location of the trigger point. The trigger point is that when the train reaches a certain point, the corresponding access is triggered to be opened;
t2, grouping the trains according to the train positions, and considering the updated association relationship between the trains and the plan:
and T31, grouping the trains in the section by taking the next access station as a grouping unit according to the train receiving and dispatching line, namely determining the train sequence to be accessed by each station, updating the train sequence in the section and synchronously updating the route sequence. As shown in fig. 3, the train sequence in the section is updated by combining the updated section topology element, and the route sequence is synchronously updated.
T32, grouping trains in the station according to the station tracks, wherein the trains meet the requirement that the station tracks should have parking operation, because the trains have the possibility of long-time operation when the station tracks stop, the departure approach path should not be opened immediately, and the triggering opening time of the departure approach path should be determined according to the detailed station requirement and the planned departure time; therefore, the train sequence in the station is updated, and the route sequence is synchronously updated. As shown in fig. 3, the train sequence in the station is updated by combining the updated station topology elements, and the route sequence is synchronously updated.
And T41, according to the train and the route sequence in the updated interval, calculating whether the train is at the trigger point position of the route according to the following steps:
1) determining that the train is the first train to be accessed to the target station, otherwise, not processing;
2) determining a receiving/departure signal according to the train route sequence so as to open a key route;
3) and calculating the trigger area of the train according to the following formula:
sset＝sgreen+sadd＝sgreen+Δtset·vlimit
as shown in FIG. 4, in the above formula, ssetIndicating the distance, s, of the incoming signal to the trigger pointgreenBefore the station route is not opened, the distance between the incoming signal machine and the signal machine of the first opened green light closest to the incoming direction; saddIs the reaction distance; Δ tsetThe action time of the system comprises the operation processing time of the system and the action time of the route opening; v. oflimitIn order to ensure that the train normally runs to the signal switching point (namely, when the route is opened, the signal change does not actively influence the position of the train speed curve, in the embodiment of the invention, s is selectedgreenThe actual exact switching point should be between S2 and S3 in fig. 4, but for computational convenience under fixed occlusion, the point is approximated to SgreenAt) speed. Then
Where a is the normal braking acceleration of the train, vinThe entrance speed limit for station access.
4) If the current position of the train is in the trigger area and meets the train receiving condition between target stations, namely all blocking subareas in the range between the train and the stations are in an idle and non-locked state and a non-fault state, and the signal machines related to the blocking subareas are in an allowed state (except for the incoming signal machines); if so, adding the corresponding train into the train monitoring sequence, and generating a corresponding route command in a route command construction module; otherwise, waiting for the next cycle for detection again.
T42, after the train sequence in the station is updated, obtaining the planned departure time of the stop operation train in the station, and calculating the train route triggering time by adopting a time triggering-based mode: t is tset＝tplan-ΔtbuffWherein, tsetTime of day, t, for joining the train to the monitoring train sequenceplanFor planning departure times, Δ tbuffThe additional time includes the arithmetic processing time of the system, the operation time of the route opening, and the train start time.
In the embodiment of the invention, the planned departure time is a given value, and the additional time is also a determinable parameter. In the formula of the train route triggering time, the opening time of the departure route in the station is calculated. Because the departure in the station is strictly followed by the convention of the train plan, the departure can not be carried out in advance, and can not be delayed from the planning time, otherwise, the delay can be caused. When the train is dispatched from the station, the time mode is adopted, namely the requirement that the train is on the dispatching station track is met, and the time meets the planned convention.
And thirdly, constructing a route command.
The route command construction module checks and monitors a train sequence in a periodic polling mode, and constructs a corresponding route group command according to the train and associated plan information, as shown in fig. 5, the main implementation steps are as follows:
c1, acquiring the polled target train state from the monitoring train sequence;
c2, acquiring the associated plan information of the target train;
c3, if the command group is not generated by the target train, constructing a command group of the route according to the plan in the plan sequence and the station operation mode specified by the plan and the corresponding station details; if the train passes through, constructing a command group containing a receiving route command and an departure route command; constructing a command group of a plurality of basic route commands by a long route formed by a plurality of basic routes; the order and mechanism of command execution in the command group are subject to the rules of station detail and transport detail. And if the target train generates the command group but has the unexecuted command, updating the unexecuted command in the command group according to the plan.
Fourth, route command state monitoring
The route command monitoring module checks each command group in the monitoring train sequence and the route command in each command group in a periodic polling manner, and sets and processes the route command change state according to the signal state and time in the operating environment, as shown in fig. 6, the specific implementation steps are as follows:
s1, sequentially taking command groups of the trains from the monitoring train sequence;
s2, setting the status of the command group, and adopting the rule shown in table 1:
TABLE 1 State setting rules for Command groups
The life cycle of the command group defined by the method is given in table 1, that is, when the command group is constructed, the command group is in a state of "waiting for starting"; when the access command in the command group has an execution condition in the triggering distance or time, the command is set to be in a starting state; when a part of the routing commands in the command group are issued and executed, the command group is in an executing state; when all the route commands in the command group are issued and executed, the command group is in an execution success state; when all the route commands in the command group are executed completely and the corresponding routes are unlocked, the command group is in an 'execution complete' state, and at this time, the command group can be deleted.
When the command group state is in a waiting state, setting the command group state according to the arrangement condition of the train position and the route, wherein the rule is as follows:
1) if the train occupies a certain access in the command group, setting the command group state as an executing state, setting a route command which is executed before the occupied corresponding access in the command group as an executing state, and setting the command state of the route occupied by the corresponding train as a train occupying state;
2) if the train does not travel to the route position corresponding to the first route instruction in the command set, if the corresponding route is locked and the annunciator is open, setting the state of the command set as an executing state, setting the state of the corresponding route command as an executing success state, and otherwise, setting the route state as a starting state.
S3, when the state of the command group is in the starting state, the setting of the route instruction state is realized by the position of the train corresponding to the route command in the command group and the arrangement state of the route, and further the monitoring of the execution state of the route command in the command group is realized; the state of the route command is set, and the rule shown in table 2 is adopted:
table 2 status setting rules for route commands
The life cycle of the routing command defined by the method is given in table 2, that is, when the routing command is constructed, the command group is in a state of "waiting for starting"; when the route command is in a 'waiting for starting' state and the interlocking condition is met, the route command transits to a 'starting' state; when the route command is issued, the route command is in an executing state; when the corresponding route arrangement is successful, the route command is transited to the 'execution success' state; when the train occupies the route, the route is in a 'train occupation' state; when the train runs out, the access is unlocked, and the access is set to be in an execution completion state;
and S4, when all command groups related to a certain train are in the execution completion state, deleting the corresponding train from the monitoring train sequence, and updating the monitoring train sequence.
Another embodiment of the present invention further provides an automatic high-speed railway route handling system based on train driving, where the system is configured to implement the method provided in the foregoing embodiment, and the logic of the system is as shown in fig. 7, and mainly includes:
the information acquisition and data standardization module is used for carrying out standardization processing on the data structure and the corresponding incidence relation of the automatic route system according to the business process handled by the high-speed railway route and by combining the acquired data characteristics of the dispatching command system;
the route trigger detection module is used for determining a train route trigger area by analyzing the operation characteristics of the on-line train on the basis of standardized processing and adopting a mode of planning associated trains and driving train positions, adding corresponding trains in the trigger area into a train monitoring sequence, and calculating route trigger time of the corresponding trains at corresponding operation stations by adopting a time-based trigger mode;
the access command construction module is used for checking and monitoring a train sequence in a periodic polling mode and constructing a command group of a corresponding access according to the train and associated plan information;
and the command state detection module is used for monitoring the execution state of the command group by adopting a rule table mode and combining the signal state collected by the dispatching command system.
In the embodiment of the invention, five sequence structures are constructed by the normalization of the data structure and the corresponding incidence relation:
the planning sequence is used for decomposing and reconstructing the original plan in a ternary pair mode of < train, station and time >, recombining the planning sequence according to the station, line direction and the hierarchy structure of the train and the time after decomposition, and constructing the association relation between a single plan and the train by combining the trains in the train sequence;
the train sequence is constructed according to the running sequence of each line on-line train in the interval and the station, and realizes the bidirectional association of the train in the train sequence and the related plan in the plan sequence according to the division of the station boundary and the position of the train, thereby realizing the mapping of the train and the real-time stage plan;
the topological elements are used for decomposing the whole station into combination of signal unit topological elements according to the signal segmentation mode of the interlocking system according to the topological characteristics of the station, and the topological elements construct the association relationship among the elements according to the physical connection relationship;
a route sequence, which is used for constructing a corresponding route sequence according to the train and a corresponding stage plan of the train at a target station; constructing a route sequence in a route group mode, and constructing an incidence relation between a route and a train and a plan; the route group comprises the sequential logical relationship of each route arrangement, and the route sequence comprises the logical relationship among the route groups;
and the command sequence is used for converting the access group into an interlock executable access command, constructing the access command group, establishing a mapping relation between the access group and the command group, and updating the state of the command group according to the access state.
In the embodiment of the present invention, determining a train route trigger area by analyzing the operation characteristics of the on-line train and adopting a mode of plan association of trains and train position driving, adding a corresponding train in the trigger area into a train monitoring sequence, and calculating a corresponding train route trigger time by adopting a time-based triggering mode includes:
firstly, updating a plan sequence and a topological element according to an operation state, wherein the updating is used as an environmental condition for triggering detection, and the method comprises the following steps: according to the received stage plan or signal state, if the plan sequence is empty after the normalization processing, constructing a generation plan sequence, and if the plan sequence exists, updating the existing plan sequence; updating the association relation between the train in the train sequence and the corresponding plan in the plan sequence according to the generated or updated plan sequence; determining the position of a topological element of a signal unit according to the received signal state; if the current time interval is within the interval, updating an interval signal unit of the topological element; if the topology element is located in the station, updating the intra-station signal unit of the topology element;
then, after train state information including train positions provided by a dispatching command system is acquired, trigger detection of the route is realized, and the method comprises the following steps:
obtaining train state information of all trains provided by a dispatching command system, wherein the train state information comprises: train position, train number and speed; the train position is used for positioning the train, the train number is used for verifying the relevance between the train and the plan, and the speed is used for calculating the arrival time of the train and the position of a trigger point; the trigger point position refers to a position point where a trigger access is open;
grouping trains according to the train positions: the train in the interval takes the next access station as a grouping unit and is grouped according to the receiving and dispatching lines, namely, the train sequence to be accessed by each station is determined, so that the train sequence in the interval is updated by combining the updated interval topological elements, and the route sequence is synchronously updated; the trains in the station are grouped according to the station track, and the trains meet the requirement that the station track needs to have parking operation, so that the train sequence in the station is updated by combining the updated station topological elements, and the route sequence is synchronously updated;
according to the train sequence and the route sequence in the updated interval, calculating whether the train is at the trigger point position of the route according to the following steps: determining that the train is the first train to be accessed to the target station, otherwise, not processing; calculating a trigger area of the train; determining a receiving signal or a departure signal to open a key route according to the train route sequence; if the current position of the train is in the trigger area and meets the train receiving condition between target stations, namely all blocking subareas in the range between the train and the stations are in an idle and non-locking state and a non-failure state, and the signal machines related to the blocking subareas are in an allowable state; if so, adding the corresponding train into the monitoring train sequence; otherwise, waiting for the detection again in the next period; the formula for calculating the trigger area of the train is as follows: sset＝sgreen+sadd＝sgreen+Δtset·vlimit(ii) a In the formula, ssetIndicating the distance, s, of the incoming signal to the trigger pointgreenBefore the station route is not opened, the distance between the incoming signal machine and the signal machine of the first opened green light closest to the incoming direction; saddIs the reaction distance; Δ tsetThe action time of the system comprises the operation processing time of the system and the action time of the route opening; v. oflimitThe speed of the train normally running to the signal switching point;
after the train sequence in the station is updated, acquiring the planned departure time of the stop operation train in the station, and calculating the train route triggering time by adopting a time triggering-based mode: t is tset＝tplan-ΔtbuffWherein, tsetTime of day, t, for joining the train to the monitoring train sequenceplanFor planning departure times, Δ tbuffThe additional time includes the arithmetic processing time of the system, the operation time of the route opening, and the train start time.
In the embodiment of the present invention, the checking and monitoring a train sequence by using a periodic polling method, and constructing a command group of a corresponding route according to a train and associated plan information includes:
acquiring the polled target train state from the monitoring train sequence;
acquiring associated plan information of a target train;
if the target train does not generate the command group, constructing a command group of the route according to a plan in the plan sequence, a station operation mode specified by the plan and corresponding station details; and if the target train generates the command group but has the unexecuted command, updating the unexecuted command in the command group according to the plan.
In the embodiment of the present invention, the monitoring of the execution state of the command group by using a rule table in combination with the signal state collected by the scheduling command system includes:
sequentially taking out command groups of the trains from the monitoring train sequence;
when the command group state is in a waiting state, setting the command group state according to the arrangement condition of the train position and the route, wherein the rule is as follows: if the train occupies a certain access in the command group, setting the command group state as an executing state, setting a route command which is executed before the occupied corresponding access in the command group as an executing state, and setting the command state of the route occupied by the corresponding train as a train occupying state; if the train does not travel to the route position corresponding to the first route instruction of the command set, if the corresponding route is locked and the annunciator is open, setting the state of the command set as an executing state, and setting the state of the corresponding route command as an executing success state, otherwise, setting the route state as a starting state;
when the state of the command group is in the starting state, the route instruction state is set by the position of the train corresponding to the route command in the command group and the arrangement state of the route, so that the monitoring of the execution state of the route command in the command group is realized;
and when the command groups associated with a certain train are all in the execution completion state, deleting the corresponding train from the monitoring train sequence, and updating the monitoring train sequence.
The details of the related technologies in the implementation process of the system have been described in detail in the foregoing method embodiments, and therefore are not described again.
It will be clear to those skilled in the art that, for convenience and simplicity of description, the foregoing division of the functional modules is merely used as an example, and in practical applications, the above function distribution may be performed by different functional modules according to needs, that is, the internal structure of the system is divided into different functional modules to perform all or part of the above described functions.
Through the above description of the embodiments, it is clear to those skilled in the art that the above embodiments can be implemented by software, and can also be implemented by software plus a necessary general hardware platform. With this understanding, the technical solutions of the embodiments can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a usb disk, a removable hard disk, etc.), and includes several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods according to the embodiments of the present invention.
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (10)
1. A high-speed railway route automatic handling method based on train driving is characterized by comprising the following steps:
according to the business process of the high-speed railway route handling, combining the acquired data characteristics of the dispatching command system to carry out the standardized processing of the data structure and the corresponding incidence relation of the automatic route handling system;
on the basis of standardized processing, determining a train route triggering area by analyzing the operation characteristics of the on-line train and adopting a mode of planning associated trains and driving the positions of the trains, adding corresponding trains in the triggering area into a monitoring train sequence, and calculating route triggering time of the corresponding trains at corresponding operation stations by adopting a time-based triggering mode;
checking and monitoring a train sequence by adopting a periodic polling mode, and constructing a command group of a corresponding route according to the train and associated plan information;
and monitoring the execution state of the command group by adopting a rule table mode and combining the signal state collected by the dispatching command system.
2. The automatic handling method for the high-speed railway route based on the train driving according to claim 1, characterized in that the standardization of the data structure and the corresponding association constructs five sequence structures:
the planning sequence is used for decomposing and reconstructing the original plan in a ternary pair mode of < train, station and time >, recombining the planning sequence according to the station, line direction and the hierarchy structure of the train and the time after decomposition, and constructing the association relation between a single plan and the train by combining the trains in the train sequence;
the train sequence is constructed according to the running sequence of each line on-line train in the interval and the station, and realizes the bidirectional association of the train in the train sequence and the related plan in the plan sequence according to the division of the station boundary and the position of the train, thereby realizing the mapping of the train and the real-time stage plan;
the topological elements are used for decomposing the whole station into combination of signal unit topological elements according to the signal segmentation mode of the interlocking system according to the topological characteristics of the station, and the topological elements construct the association relationship among the elements according to the physical connection relationship;
a route sequence, which is used for constructing a corresponding route sequence according to the train and a corresponding stage plan of the train at a target station; constructing a route sequence in a route group mode, and constructing an incidence relation between a route and a train and a plan; the route group comprises the sequential logical relationship of each route arrangement, and the route sequence comprises the logical relationship among the route groups;
and the command sequence is used for converting the access group into an interlock executable access command, constructing the access command group, establishing a mapping relation between the access group and the command group, and updating the state of the command group according to the access state.
3. The method for automatically handling the route of the high-speed railway based on train driving according to claim 2, wherein the determining the train route triggering area by analyzing the operation characteristics of the on-line train and adopting a mode of planning associated trains and train position driving, adding the corresponding trains in the triggering area into the train monitoring sequence, and calculating the corresponding train route triggering time by adopting a mode based on time triggering comprises:
firstly, updating a plan sequence and a topological element according to an operation state, wherein the updating is used as an environmental condition for triggering detection, and the method comprises the following steps: according to the received stage plan or signal state, if the plan sequence is empty after the normalization processing, constructing a generation plan sequence, and if the plan sequence exists, updating the existing plan sequence; updating the association relation between the train in the train sequence and the corresponding plan in the plan sequence according to the generated or updated plan sequence; determining the position of a topological element of a signal unit according to the received signal state; if the current time interval is within the interval, updating an interval signal unit of the topological element; if the topology element is located in the station, updating the intra-station signal unit of the topology element;
then, after train state information including train positions provided by a dispatching command system is acquired, trigger detection of the route is realized, and the method comprises the following steps:
obtaining train state information of all trains provided by a dispatching command system, wherein the train state information comprises: train position, train number and speed; the train position is used for positioning the train, the train number is used for verifying the relevance between the train and the plan, and the speed is used for calculating the arrival time of the train and the position of a trigger point; the trigger point position refers to a position point where a trigger access is open;
grouping trains according to the train positions: the train in the interval takes the next access station as a grouping unit and is grouped according to the receiving and dispatching lines, namely, the train sequence to be accessed by each station is determined, so that the train sequence in the interval is updated by combining the updated interval topological elements, and the route sequence is synchronously updated; the trains in the station are grouped according to the station track, and the trains meet the requirement that the station track needs to have parking operation, so that the train sequence in the station is updated by combining the updated station topological elements, and the route sequence is synchronously updated;
according to the train sequence and the route sequence in the updated interval, calculating whether the train is at the trigger point position of the route according to the following steps: determining that the train is the first train to be accessed to the target station, otherwise, not processing; determining a receiving signal or a departure signal to open a key route according to the train route sequence; calculating a trigger area of the train; if the current position of the train is in the trigger area and meets the train receiving condition between target stations, namely all blocking subareas in the range between the train and the stations are in an idle and non-locking state and a non-failure state, and the signal machines related to the blocking subareas are in an allowable state; if so, adding the corresponding train into the monitoring train sequence; otherwise, waiting for the detection again in the next period; the formula for calculating the trigger area of the train is as follows: sset＝sgreen+sadd＝sgreen+Δtset·vlimit(ii) a In the formula, ssetIndicating the distance, s, of the incoming signal to the trigger pointgreenBefore the station route is not opened, the distance between the incoming signal machine and the signal machine of the first opened green light closest to the incoming direction; saddIs the reaction distance; Δ tsetThe action time of the system comprises the operation processing time of the system and the action time of the route opening; v. oflimitThe speed of the train normally running to the signal switching point;
after the train sequence in the station is updated, acquiring the planned departure time of the stop operation train in the station, and calculating the train route triggering time by adopting a time triggering-based mode:tset＝tplan-Δtbuffwherein, tsetTime of day, t, for joining the train to the monitoring train sequenceplanFor planning departure times, Δ tbuffThe additional time includes the arithmetic processing time of the system, the operation time of the route opening, and the train start time.
4. The method for automatically handling the route of the high-speed railway based on the train driving as claimed in claim 1, wherein the checking the sequence of monitoring trains by using the periodic polling method and constructing the command group of the corresponding route according to the trains and the associated planning information comprises:
acquiring the polled target train state from the monitoring train sequence;
acquiring associated plan information of a target train;
if the target train does not generate the command group, constructing a command group of the route according to a plan in the plan sequence, a station operation mode specified by the plan and corresponding station details; and if the target train generates the command group but has the unexecuted commands, updating the unexecuted commands in the command group according to the plan.
5. The train-driven automatic high-speed railway route handling method according to claim 1, wherein the monitoring of the command group execution state in a rule table manner in combination with the signal state collected by the dispatching command system comprises:
sequentially taking out command groups of the trains from the monitoring train sequence;
when the command group state is in a waiting state, setting the command group state according to the arrangement condition of the train position and the route, wherein the rule is as follows: if the train occupies a certain access in the command group, setting the command group state as an executing state, setting a route command which is executed before the occupied corresponding access in the command group as an executing state, and setting the command state of the route occupied by the corresponding train as a train occupying state; if the train does not travel to the route position corresponding to the first route instruction of the command set, if the corresponding route is locked and the annunciator is open, setting the state of the command set as an executing state, and setting the state of the corresponding route command as an executing success state, otherwise, setting the route state as a starting state;
when the state of the command group is in the starting state, the route instruction state is set by the position of the train corresponding to the route command in the command group and the arrangement state of the route, so that the monitoring of the execution state of the route command in the command group is realized;
and when the command groups associated with a certain train are all in the execution completion state, deleting the corresponding train from the monitoring train sequence, and updating the monitoring train sequence.
6. A high-speed railway route automatic handling system based on train driving is characterized by comprising:
the information acquisition and data standardization module is used for carrying out standardization processing on the data structure and the corresponding incidence relation of the automatic route system according to the business process handled by the high-speed railway route and by combining the acquired data characteristics of the dispatching command system;
the route trigger detection module is used for determining a train route trigger area by analyzing the operation characteristics of the on-line train on the basis of standardized processing and adopting a mode of planning associated trains and driving train positions, adding corresponding trains in the trigger area into a train monitoring sequence, and calculating route trigger time of the corresponding trains at corresponding operation stations by adopting a time-based trigger mode;
the access command construction module is used for checking and monitoring a train sequence in a periodic polling mode and constructing a command group of a corresponding access according to the train and associated plan information;
and the command state detection module is used for monitoring the execution state of the command group by adopting a rule table mode and combining the signal state collected by the dispatching command system.
7. The automatic train-drive-based high-speed railway route handling system according to claim 6, wherein the standardization of the data structure and the corresponding association constructs five sequence structures:
the planning sequence is used for decomposing and reconstructing the original plan in a ternary pair mode of < train, station and time >, recombining the planning sequence according to the station, line direction and the hierarchy structure of the train and the time after decomposition, and constructing the association relation between a single plan and the train by combining the trains in the train sequence;
the train sequence is constructed according to the running sequence of each line on-line train in the interval and the station, and realizes the bidirectional association of the train in the train sequence and the related plan in the plan sequence according to the division of the station boundary and the position of the train, thereby realizing the mapping of the train and the real-time stage plan;
the topological elements are used for decomposing the whole station into combination of signal unit topological elements according to the signal segmentation mode of the interlocking system according to the topological characteristics of the station, and the topological elements construct the association relationship among the elements according to the physical connection relationship;
a route sequence, which is used for constructing a corresponding route sequence according to the train and a corresponding stage plan of the train at a target station; constructing a route sequence in a route group mode, and constructing an incidence relation between a route and a train and a plan; the route group comprises the sequential logical relationship of each route arrangement, and the route sequence comprises the logical relationship among the route groups;
and the command sequence is used for converting the access group into an interlock executable access command, constructing the access command group, establishing a mapping relation between the access group and the command group, and updating the state of the command group according to the access state.
8. The automatic train-drive-based high-speed railway route handling system according to claim 7, wherein the determining a train route triggering area by analyzing the online train operation characteristics and adopting a mode of planning associated trains and train position driving, adding corresponding trains in the triggering area to the monitoring train sequence, and calculating corresponding train route triggering time by adopting a mode based on time triggering comprises:
firstly, updating a plan sequence and a topological element according to an operation state, wherein the updating is used as an environmental condition for triggering detection, and the method comprises the following steps: according to the received stage plan or signal state, if the plan sequence is empty after the normalization processing, constructing a generation plan sequence, and if the plan sequence exists, updating the existing plan sequence; updating the association relation between the train in the train sequence and the corresponding plan in the plan sequence according to the generated or updated plan sequence; determining the position of a topological element of a signal unit according to the received signal state; if the current time interval is within the interval, updating an interval signal unit of the topological element; if the topology element is located in the station, updating the intra-station signal unit of the topology element;
then, after train state information including train positions provided by a dispatching command system is acquired, trigger detection of the route is realized, and the method comprises the following steps:
obtaining train state information of all trains provided by a dispatching command system, wherein the train state information comprises: train position, train number and speed; the train position is used for positioning the train, the train number is used for verifying the relevance between the train and the plan, and the speed is used for calculating the arrival time of the train and the position of a trigger point; the trigger point position refers to a position point where a trigger access is open;
grouping trains according to the train positions: the train in the interval takes the next access station as a grouping unit and is grouped according to the receiving and dispatching lines, namely, the train sequence to be accessed by each station is determined, so that the train sequence in the interval is updated by combining the updated interval topological elements, and the route sequence is synchronously updated; the trains in the station are grouped according to the station track, and the trains meet the requirement that the station track needs to have parking operation, so that the train sequence in the station is updated by combining the updated station topological elements, and the route sequence is synchronously updated;
according to the train sequence and the route sequence in the updated interval, calculating whether the train is at the trigger point position of the route according to the following steps: determining that the train is the first train to be accessed to the target station, otherwise, not processing; determining a train receiving signal according to the train route sequenceOr a key route is opened by a departure signal; calculating a trigger area of the train; if the current position of the train is in the trigger area and meets the train receiving condition between target stations, namely all blocking subareas in the range between the train and the stations are in an idle and non-locking state and a non-failure state, and the signal machines related to the blocking subareas are in an allowable state; if so, adding the corresponding train into the monitoring train sequence; otherwise, waiting for the detection again in the next period; the formula for calculating the trigger area of the train is as follows: sset＝sgreen+sadd＝sgreen+Δtset·vlimit(ii) a In the formula, ssetIndicating the distance, s, of the incoming signal to the trigger pointgreenBefore the station route is not opened, the distance between the incoming signal machine and the signal machine of the first opened green light closest to the incoming direction; saddIs the reaction distance; Δ tsetThe action time of the system comprises the operation processing time of the system and the action time of the route opening; v. oflimitThe speed of the train normally running to the signal switching point;
after the train sequence in the station is updated, acquiring the planned departure time of the stop operation train in the station, and calculating the train route triggering time by adopting a time triggering-based mode: t is tset＝tplan-ΔtbuffWherein, tsetTime of day, t, for joining the train to the monitoring train sequenceplanFor planning departure times, Δ tbuffThe additional time includes the arithmetic processing time of the system, the operation time of the route opening, and the train start time.
9. The automatic train-drive-based high-speed railway route handling system according to claim 6, wherein the checking of the sequence of monitoring trains and the construction of the command set of the corresponding route according to the trains and the associated planning information by means of periodic polling comprises:
acquiring the polled target train state from the monitoring train sequence;
acquiring associated plan information of a target train;
if the target train does not generate the command group, constructing a command group of the route according to a plan in the plan sequence, a station operation mode specified by the plan and corresponding station details; and if the target train generates the command group but has the unexecuted commands, updating the unexecuted commands in the command group according to the plan.
10. The automatic handling system for the high-speed railway route based on train driving according to claim 6, wherein the monitoring of the execution state of the command group by using a rule table and combining the signal state collected by the dispatching command system comprises:
sequentially taking out command groups of the trains from the monitoring train sequence;
when the command group state is in a waiting state, setting the command group state according to the arrangement condition of the train position and the route, wherein the rule is as follows: if the train occupies a certain access in the command group, setting the command group state as an executing state, setting a route command which is executed before the occupied corresponding access in the command group as an executing state, and setting the command state of the route occupied by the corresponding train as a train occupying state; if the train does not travel to the route position corresponding to the first route instruction of the command set, if the corresponding route is locked and the annunciator is open, setting the state of the command set as an executing state, and setting the state of the corresponding route command as an executing success state, otherwise, setting the route state as a starting state;
when the state of the command group is in the starting state, the route instruction state is set by the position of the train corresponding to the route command in the command group and the arrangement state of the route, so that the monitoring of the execution state of the route command in the command group is realized;
and when the command groups associated with a certain train are all in the execution completion state, deleting the corresponding train from the monitoring train sequence, and updating the monitoring train sequence.
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