WO2022142715A1 - 一种车地协同的列车运行控制系统及方法 - Google Patents

一种车地协同的列车运行控制系统及方法 Download PDF

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Publication number
WO2022142715A1
WO2022142715A1 PCT/CN2021/128597 CN2021128597W WO2022142715A1 WO 2022142715 A1 WO2022142715 A1 WO 2022142715A1 CN 2021128597 W CN2021128597 W CN 2021128597W WO 2022142715 A1 WO2022142715 A1 WO 2022142715A1
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train
resources
ground
vehicle
switch
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PCT/CN2021/128597
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English (en)
French (fr)
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姜坚华
徐海贵
张雅静
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卡斯柯信号有限公司
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Priority to US18/013,265 priority Critical patent/US20230257010A1/en
Publication of WO2022142715A1 publication Critical patent/WO2022142715A1/zh

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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
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
    • B61L15/0018—Communication with or on the vehicle or vehicle train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
    • B61L15/0018—Communication with or on the vehicle or vehicle train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • 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
    • B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
    • 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
    • B61L27/40—Handling position reports or trackside vehicle data
    • 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
    • B61L27/70—Details of trackside communication
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2201/00—Control methods
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic

Definitions

  • the invention relates to a train signal control system, in particular to a train operation control system and method for vehicle-ground coordination.
  • the train operation control system of railway or urban rail transit whether it is CTCS system for high-speed rail (China Train Control System) or CBTC system (communication-based train control system) for urban rail transit, mainly adopts ground A method of managing the train route and calculating the movement authorization, and sending the movement authorization to the train for control.
  • This method makes the ground control of the train's approach relatively extensive, and it is impossible to manage and share resources very finely and make full use of resources; secondly, all resources are managed by the ground, which increases the complexity of ground equipment resource management and increases the
  • the way the ground faces the management of train access affects the timeliness of resource management, which is not conducive to improving the efficiency of train operation.
  • the purpose of the present invention is to provide a vehicle-ground coordination train operation control system and method in order to overcome the above-mentioned defects of the prior art, so as to realize the control of safe and efficient operation of the train.
  • a vehicle-ground coordinated train operation control system includes a dispatch center server, a ground train control equipment resource manager RMU, and an on-board train control equipment CC.
  • the dispatch center server is connected to the on-board train control equipment CC.
  • the train control equipment CC is in communication connection, and the on-board train control equipment CC is in communication connection with the ground train control equipment resource manager RMU;
  • the ground train control equipment resource manager RMU and the on-board train control equipment CC cooperate to complete the management of resources and realize the control of train operation, wherein the management of resources is divided into two levels, and in the first level, the RMU is responsible for Resource management is carried out in units of sections; in the second level, the front and rear trains interact through direct train-to-vehicle communication, and trains realize more refined resource sharing within the section.
  • the dispatch center server is responsible for supervising and controlling the operation of the train, and has the functions of train tracking operation, alarm and event reporting, operation plan adjustment, and operation control.
  • the ground train control equipment resource manager RMU is responsible for the allocation and recovery of line resources and switch resources, and is responsible for the locking and unlocking management of switches.
  • the line resources are line resources in units of track circuits or virtual track circuits.
  • the on-board train control device CC is responsible for the application, use and release of line resources and turnout resources, the locking and unlocking of turnouts, and the vehicle-to-vehicle communication with the front and rear vehicles to realize the resource utilization. shared.
  • the resource sharing between the on-board train control device CC and the preceding and following vehicles is accomplished through refined management of line resources and switch resources.
  • the front and rear vehicles directly exchange position information, negotiate with each other, and subdivide the use range of the resources.
  • the subdivision of the turnout resources is as follows:
  • switch P1 The resources of switch P1 are subdivided into P1-front switch area, P1-switch movable area, P1-forward side defense area, P1-reverse side defense area, P1-forward switch rear area and P1-reverse switch rear area .
  • the subdivided resource management is specifically:
  • Each subdivision area is the smallest unit occupied and cleared by a train, and can only be occupied by one train at the same time, and can be occupied by other trains after the train is cleared;
  • P1-forward side defense area and P1-reverse side defense area are mutually exclusive in terms of occupation, and only one of them can be occupied at the same time;
  • a control method for the vehicle-ground coordinated train operation control system comprising the following steps:
  • the ground train control equipment resource manager RMU manages the line resources and switch resources by section
  • the on-board equipment CC actively controls the train according to the allocated resources to realize the train safety protection function and the train automatic driving function.
  • the present invention has the following advantages:
  • the present invention performs refined processing on line resources, and shared resources through vehicle-to-vehicle communication, thereby realizing full utilization of line resources and switch resources, etc., on the premise of improving resource utilization. to improve the passing capacity of the line;
  • the present invention is based on resource coordination of vehicle-to-vehicle communication, autonomous positioning and autonomous control of trains, reduces information flow and system response time, and improves system efficiency;
  • the resource management method of the vehicle-ground coordination of the present invention simplifies the interface and communication between the train and the ground train control equipment, reduces the ground trackside equipment, and makes the system more concise;
  • the vehicle-ground coordination method of the present invention can maximize compatibility with the existing train operation control methods, realize the compatibility between the vehicle-vehicle communication high-efficiency train control system and the existing control modes, and support the corresponding backup mode.
  • the present invention is suitable for railway or urban rail transit, has universality, and provides a basis for unified control method in the future.
  • FIG. 1 is a schematic diagram of the overall architecture of the vehicle-ground coordinated train control system of the present invention
  • Fig. 2 is a schematic diagram of subdivision of P1 turnout resources according to the present invention.
  • FIG. 3 is a schematic diagram of the tracking operation of two trains according to the present invention.
  • the vehicle-ground coordinated train operation control system of the present invention includes:
  • the ground train control equipment resource manager RMU and the on-board train control equipment CC cooperate to complete the management of resources and realize the control of train operation.
  • the management of resources is divided into two levels. In the first level, the RMU is responsible for resource management on a segment-by-segment basis; in the second level, the front and rear vehicles interact through direct vehicle-to-vehicle communication, and trains are more refined within the segment. resource sharing;
  • RMU is responsible for the allocation and management of line resources (which can be based on track circuits or virtual track circuits) and turnout resources, and is responsible for the locking and unlocking management of turnouts;
  • CC is responsible for the application, use and release of line resources and turnout resources, the locking and unlocking of turnouts, and the vehicle-to-vehicle communication with the front and rear vehicles to achieve resource sharing;
  • the resource sharing between CC and the front and rear vehicles is accomplished through the refined management of line resources and turnout resources.
  • the front and rear vehicles directly exchange position information, negotiate with each other, and subdivide the use range of resources .
  • the train control method based on vehicle-ground coordination is suitable for railway or urban rail transit, and has universality.
  • the structure and interface information of the train control system based on vehicle-ground coordination are shown in Figure 1, including the dispatch center, the ground train control equipment resource manager RMU, and the on-board train control equipment CC.
  • the dispatch center is responsible for supervising and controlling the operation of trains, with functions such as train tracking operation, alarm and event reporting, operation plan adjustment, operation control, etc.
  • RMU is responsible for the allocation and recovery of line resources, and is responsible for the collection and driving of trackside equipment information
  • CC according to It is planned to request and release line resources, communicate with adjacent trains to realize resource sharing, and actively control trains according to the allocated resources to realize train safety protection functions and train automatic driving functions;
  • Each subdivision area is the smallest unit for train occupancy and clearance, and can only be occupied by one train at the same time, and can be occupied by other trains after the train is cleared;
  • P1-forward side defense area and P1-reverse side defense area are mutually exclusive in terms of occupation, and only one of them can be occupied at the same time;
  • the car 1 passes the switch P1 to reach the road 3 and stops, and the car 2 passes through the switch P1 from the road I, and the two vehicles track closely and can achieve mobile blocking.
  • the instantaneous situation in the picture is: car 1 has crossed the P1-reverse side thrust zone, and is heading to road 3 to stop; car 2 occupies track circuits J1 and J2, switch P1 has been positioned and locked, and car 2 is on the way to pick up the car It has been dealt with, and it is planned to pass through Stock Road I.
  • the resources of interest mainly include: G-J1, G-J2, G-P1, G-I, and G-3.
  • Table 1 is an example of resource management in each step during the operation of Car 1 and Car 2.
  • the main situations are:
  • Step 1 Train 1 is located on the track G-J2, the P1 switch is locked in the reverse position, and the pick-up signal X is open; the train 2 is approaching the track G-J1
  • Step 2 Train 1 occupies G-J2, G-P1; Train 2 occupies track G-J1
  • Step 3 Train 1 clears track G-J2, occupies G-P1, and crosses the movable area of turnout P1; train 2 occupies track circuits G-J1 and G-J2
  • Step 4 Train 1 occupies G-P1 and crosses the switch P1-reverse side defense zone; Train 2 occupies G-J1 and G-J2, and the pick-up signal X of train 2 is open
  • Step 5 Train 1 occupies G-3; Train 2 occupies G-J2 and G-P1, and occupies the positioning of turnout P1
  • RMU maintains the allocation of G-P1 and G-3 resources to vehicle 1, maintains the allocation of G-J1 and G-J2 to vehicle 2, vehicle 1 maintains and allows vehicle 2 to share G-P1; G-P1 is occupied by vehicle 1, G-J1 , G-J2 is occupied by vehicle 2; P1 switch is locked and positioned by vehicle 2.
  • Vehicle 1 clears the P1-reverse side defense area and occupies the P1-reverse fork rear area; vehicle 1 releases P1-reverse side defense area; vehicle 1 allows vehicle 2 to share track G-P1.
  • Vehicle 2 is assigned and occupies G-J1 and G-J2, and vehicle 1 is allowed to share G-P1; the P1 switch is locked to the location through RMU.
  • step 4 see Table 2, Table 3, and Table 4 for the resource management of the RMU, the vehicle-mounted CC1, and the vehicle-mounted CC2.
  • Table 1 is a table of processing steps for the resource management of the vehicle-ground coordinated train control system
  • Table 2 is the RMU resource management list
  • Table 3 is the CC1 resource sharing list
  • Table 4 is the CC2 resource sharing list
  • the train control system based on vehicle-ground coordination manages line resources and turnout resources hierarchically.
  • RMU manages line resources and turnout resources by section, and then communicates between adjacent trains. , refine the resources in the section, realize resource sharing between vehicles and vehicles, make full use of line resources and turnout resources, and improve the passing ability of the line.

Abstract

一种车地协同的列车运行控制系统及方法，系统包括调度中心服务器、地面列控设备资源管理器RMU和车载列控设备CC，调度中心服务器与车载列控设备CC通信连接，车载列控设备CC与地面列控设备资源管理器RMU通信连接；地面列控设备资源管理器RMU和车载列控设备CC协同完成资源管理并实现列车运行控制，资源管理分为两个层级，在第一层级中，地面列控设备资源管理器RMU负责以区段为单位进行资源管理；在第二层级中，前车和后车之间通过直接的车车通信进行交互，列车之间实现区段内更精细化的资源共享。

Description

一种车地协同的列车运行控制系统及方法 技术领域
本发明涉及列车信号控制系统，尤其是涉及一种车地协同的列车运行控制系统及方法。
背景技术
目前，铁路或城市轨道交通的列车运行控制系统，不论是用于高铁的CTCS系统(中国列车控制系统)，还是用于城市轨道交通的CBTC系统(基于通信的列车控制系统)，主要是采用地面进行列车进路管理并计算移动授权，将移动授权发送到车上进行控制的方式。此方式使地面对列车的进路控制比较粗放，不能很精细地进行资源管理和共享并充分利用资源；其次，所有资源都由地面进行管理，增加了地面设备资源管理的复杂度，增加了实现的困难；另外，地面对列车进路管理的方式，影响了资源管理的及时性，对列车运行的效率提升不利。
发明内容
本发明的目的就是为了克服上述现有技术存在的缺陷而提供一种车地协同的列车运行控制系统及方法，从而实现了列车安全、高效运行的控制。
本发明的目的可以通过以下技术方案来实现：
根据本发明的一个方面，提供了一种车地协同的列车运行控制系统，该系统包括调度中心服务器、地面列控设备资源管理器RMU和车载列控设备CC，所述的调度中心服务器与车载列控设备CC通信连接，所述的车载列控设备CC与地面列控设备资源管理器RMU通信连接；
所述的地面列控设备资源管理器RMU和车载列控设备CC协同完成对资源的管理并实现对列车运行控制，其中资源的管理分为两个层级，其中在第一层级中，RMU负责以区段为单位进行资源管理；在第二层级中，前车和后车之间通过直接的车车通信进行交互，列车之间实现区段内更精细化的资源共享。
作为优选的技术方案，所述的调度中心服务器负责监督和控制列车的运营，具有列车追踪运行、报警和事件报告、运行计划调整、以及操作控制功能。
作为优选的技术方案，所述的地面列控设备资源管理器RMU负责线路资源和道岔资源的分配与回收，并负责道岔的锁闭和解锁管理。
作为优选的技术方案，所述的线路资源是以轨道电路或虚拟轨道电路为单位的线路资源。
作为优选的技术方案，所述的车载列控设备CC负责线路资源和道岔资源的申请、使用和释放，负责对道岔的锁闭和解锁，并负责同前后车进行车-车通信以实现资源的共享。
作为优选的技术方案，所述的车载列控设备CC同前后车的资源共享是通过对线路资源和道岔资源的精细化管理完成。
作为优选的技术方案，对于区段资源及道岔资源，前后车直接进行位置信息交互，相互协商，细分对资源的使用范围。
作为优选的技术方案，对所述的道岔资源的细分具体为：
将道岔P1的资源细分为P1-岔前区、P1-道岔可动区、P1-正向侧防区、P1-反向侧防区、P1-正向岔后区和P1-反向岔后区。
作为优选的技术方案，所述的细分后的资源管理具体为：
a)各细分区域是列车占用和出清的最小单位，只能同时被一列车占用，列车出清后就可被其它列车占用；
b)P1-正向侧防区和P1-反向侧防区在占用上是互斥的，同时只能有一个被占用；
c)P1-道岔可动区只要不被占用，就可以由原申请锁闭的列车解锁，并被其它列车申请和操作。
根据本发明的另一个方面，提供了一种用于所述的车地协同的列车运行控制系统的控制方法，该方法包括以下步骤：
1)首先地面列控设备资源管理器RMU对线路资源和道岔资源按区段进行了管理；
2)然后相邻列车的车载列控设备CC之间进行通信，对区段中的资源进行精细化处理，实现车车之间的资源共享；
3)最后车载设备CC根据所分配的资源主动进行列车控制，实现列车安全防护功能和列车自动驾驶功能。
与现有技术相比，本发明具有以下优点：
1)本发明通过对线路资源的分层级管理，对线路资源进行精细化处理，车-车之间通信共享资源，实现了线路资源和道岔资源等的充分利用，在提升资源利用率的前提下，提升了线路的通过能力；
2)本发明基于车-车通信的资源协同、列车自主定位和自主控制，减少了信息流转和系统响应时间，提升了系统效能；
3)本发明车地协同的资源管理方式，简化了列车和地面列控设备间的界面和通信，可以减少地面轨旁设备，使系统更为简洁；
4)本发明车地协同的方式，可以最大限度地兼容既有的列车运行控制方式，实现车-车通信高效能列控系统同既有控制模式间的兼容，并支持相应的后备模式。
5)本发明适用于铁路或城市轨道交通，具有通用性，为将来统一控制方法提供了基础。
附图说明
图1为本发明车地协同列车控制系统的总体架构示意图；
图2为本发明P1道岔资源细分示意图；
图3为本发明两列列车追踪运行示意图。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本发明的一部分实施例，而不是全部实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动的前提下所获得的所有其他实施例，都应属于本发明保护的范围。
本发明车地协同的列车运行控制系统，包括：
1、此列车运行控制系统由地面列控设备资源管理器RMU和车载列控设备CC协同完成对资源的管理并实现对列车运行控制，资源的管理分成两个层级。在第一层级中，RMU负责以区段为单位进行资源管理；在第二层级中，前车和后车之间通过直接的车-车通信进行交互，列车之间实现区段内更精细化的资源共享；
2、RMU负责线路资源(可以以轨道电路或虚拟轨道电路为单位)和道岔资源的分配管理，并负责道岔的锁闭和解锁管理；
3、CC负责线路资源和道岔资源的申请、使用和释放，负责对道岔的锁闭和解锁，负责同前后车进行车-车通信以实现资源的共享；
4、CC同前后车的资源共享是通过对线路资源和道岔资源的精细化管理完成的，对于区段资源及道岔资源，前后车直接进行位置信息交互，相互协商，细分对资源的使用范围。
5、基于车地协同的列车控制方法适用于铁路或城市轨道交通，具备通用性。
具体实施例
基于车地协同的列车控制系统结构和接口信息如图1所示，包括调度中心、地面列控设备资源管理器RMU、车载列控设备CC。其中调度中心负责监督和控制列车的运营，具有列车追踪运行、报警和事件报告，运行计划调整，操作控制等功能；RMU负责线路资源分配与回收，并负责轨旁设备信息采集与驱动；CC根据计划进行线路资源请求及释放，并与相邻列车进行通信实现资源共享，根据所分配的资源主动进行列车控制，实现列车安全防护功能和列车自动驾驶功能；
在基于车地协同的列车控制系统中，对道岔资源管理进行了细化(如图2所示)，道岔P1的资源细分为P1-岔前区、P1-道岔可动区、P1-正向侧防区、P1-反向侧防区、P1-正向岔后区和P1-反向岔后区。细分后的资源管理的细则是：
1)各细分区域是列车占用和出清的最小单位，只能同时被一列车占用，列车出清后就可以被其它列车占用；
2)P1-正向侧防区和P1-反向侧防区在占用上是互斥的，同时只能有一个被占用；
3)P1-道岔可动区只要不被占用，就可以由原申请锁闭的列车解锁，并被其它列车申请和操作；
参考图3，为一个实际的应用实例，就是车1经过道岔P1达到股道3停车，车2经过道岔P1从股道Ⅰ通过，2个车跟踪比较紧并可以实现移动闭塞。画面中的瞬时情况是：车1已越过P1-反向侧冲区，正驶向股道3停车；车2占用轨道电路J1和J2，道岔P1已在定位锁定，车2的接车进路已办理，计划从股道Ⅰ通过。在这个图中，关注的资源主要包括：G-J1、G-J2、G-P1、G-Ⅰ和G-3。
表1是车1和车2运行过程中资源管理在各步骤的实例，主要情况为：
步骤1：列车1位于轨道G-J2，P1道岔锁闭在反位，接车信号X开放；列车2接近轨道G-J1
步骤2：列车1占用G-J2、G-P1；列车2占用轨道G-J1
步骤3：列车1出清轨道G-J2，占用G-P1，越过道岔P1的可动区；列车2占用轨道电路G-J1和G-J2
步骤4：列车1占用G-P1，越过道岔P1-反向侧防区；列车2占用G-J1和G-J2，列车2的接车信号X开放
步骤5：列车1占用G-3,；列车2占用G-J2和G-P1，占用道岔P1的定位
我们以步骤4(对应图3所示)中的资源管理情况描述如下：
A.RMU资源管理
RMU维持分配G-P1和G-3资源给车载1，维持分配G-J1和G-J2给车载2，车载1维持允许车载2共享G-P1；G-P1被车载1占用，G-J1、G-J2被车载2占用；P1道岔被车载2锁闭在定位。
B.车载1资源管理
车载1出清P1-反向侧防区，占用P1-反向岔后区；车载1释放P1-反向侧防区；车载1允许车载2共享轨道G-P1。
C.车载2资源管理
车载2得到分配并占用G-J1、G-J2，得到车载1允许共享G-P1；通过RMU锁定P1道岔到定位。
在步骤4的情况下，RMU、车载CC1、车载CC2的资源管理的情况见表2、表3和表4。
表1
Figure PCTCN2021128597-appb-000001
表2
Figure PCTCN2021128597-appb-000002
表3
Figure PCTCN2021128597-appb-000003
表4
Figure PCTCN2021128597-appb-000004
其中表1为车地协同列车控制系统资源管理处理步骤表；
表2为RMU资源管理列表；
表3为CC1资源共享列表；
表4为CC2资源共享列表；
通过资源管理的分析，基于车地协同的列车控制系统对线路资源和道岔资源进行了分层级管理，首先RMU对线路资源和道岔资源按区段进行了管理，然后相邻列车之间进行通信，对区段中的资源进行精细化处理，实现车-车之间的资源共享，充分利用了线路资源和道岔资源，提升了线路的通过能力。
以上所述，仅为本发明的具体实施方式，但本发明的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本发明揭露的技术范围内，可轻易想到各种等效的修改或替换，这些修改或替换都应涵盖在本发明的保护范围之内。因此，本发明的保护范围应以权利要求的保护范围为准。

Claims (10)

  1. 一种车地协同的列车运行控制系统，其特征在于，该系统包括调度中心服务器、地面列控设备资源管理器RMU和车载列控设备CC，所述的调度中心服务器与车载列控设备CC通信连接，所述的车载列控设备CC与地面列控设备资源管理器RMU通信连接；
    所述的地面列控设备资源管理器RMU和车载列控设备CC协同完成对资源的管理并实现对列车运行控制，其中资源的管理分为两个层级，其中在第一层级中，RMU负责以区段为单位进行资源管理；在第二层级中，前车和后车之间通过直接的车车通信进行交互，列车之间实现区段内更精细化的资源共享。
  2. 根据权利要求1所述的一种车地协同的列车运行控制系统，其特征在于，所述的调度中心服务器负责监督和控制列车的运营，具有列车追踪运行、报警和事件报告、运行计划调整、以及操作控制功能。
  3. 根据权利要求1所述的一种车地协同的列车运行控制系统，其特征在于，所述的地面列控设备资源管理器RMU负责线路资源和道岔资源的分配与回收，并负责道岔的锁闭和解锁管理。
  4. 根据权利要求3所述的一种车地协同的列车运行控制系统，其特征在于，所述的线路资源是以轨道电路或虚拟轨道电路为单位的线路资源。
  5. 根据权利要求1所述的一种车地协同的列车运行控制系统，其特征在于，所述的车载列控设备CC负责线路资源和道岔资源的申请、使用和释放，负责对道岔的锁闭和解锁，并负责同前后车进行车-车通信以实现资源的共享。
  6. 根据权利要求5所述的一种车地协同的列车运行控制系统，其特征在于，所述的车载列控设备CC同前后车的资源共享是通过对线路资源和道岔资源的精细化管理完成。
  7. 根据权利要求6所述的一种车地协同的列车运行控制系统，其特征在于，对于区段资源及道岔资源，前后车直接进行位置信息交互，相互协商，细分对资源的使用范围。
  8. 根据权利要求6所述的一种车地协同的列车运行控制系统，其特征在于，对所述的道岔资源的细分具体为：
    将道岔P1的资源细分为P1-岔前区、P1-道岔可动区、P1-正向侧防区、P1-反向 侧防区、P1-正向岔后区和P1-反向岔后区。
  9. 根据权利要求8所述的一种车地协同的列车运行控制系统，其特征在于，所述的细分后的资源管理具体为：
    a)各细分区域是列车占用和出清的最小单位，只能同时被一列车占用，列车出清后就可被其它列车占用；
    b)P1-正向侧防区和P1-反向侧防区在占用上是互斥的，同时只能有一个被占用；
    c)P1-道岔可动区只要不被占用，就可以由原申请锁闭的列车解锁，并被其它列车申请和操作。
  10. 一种用于权利要求1所述的车地协同的列车运行控制系统的控制方法，其特征在于，该方法包括以下步骤：
    1)首先地面列控设备资源管理器RMU对线路资源和道岔资源按区段进行了管理；
    2)然后相邻列车的车载列控设备CC之间进行通信，对区段中的资源进行精细化处理，实现车车之间的资源共享；
    3)最后车载设备CC根据所分配的资源主动进行列车控制，实现列车安全防护功能和列车自动驾驶功能。
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