CN112977555B

CN112977555B - Ad-hoc network-based train group high-efficiency dispatching system and method

Info

Publication number: CN112977555B
Application number: CN202110456424.9A
Authority: CN
Inventors: 姚文华; 于晓泉; 魏峰; 张万强; 曹海滨; 刘鸿飞; 石江; 张文汇; 蔡菁华; 岳朝鹏; 贾云光; 石晶
Original assignee: CRSC Research and Design Institute Group Co Ltd
Current assignee: CRSC Research and Design Institute Group Co Ltd
Priority date: 2021-04-27
Filing date: 2021-04-27
Publication date: 2021-08-10
Anticipated expiration: 2041-04-27
Also published as: CN112977555A

Abstract

The invention provides a high-efficiency train dispatching system and method of a train group based on an ad hoc network. The station transport capacity can be maximized, and meanwhile, the method has the advantage of unconditionally setting a specific train to be the highest priority. The system dynamically generates and adjusts the group plan and the operation plan through CTC real-time calculation, so that the operation plan space is more subdivided, and the original signal machine from the outbound signal machine to the reverse inbound signal machine is further divided according to sections; meanwhile, the system subdivides the operation planning time, the time is blocked and controlled according to the short access on the train operation path, the access is more flexibly selected, the train system supports the control according to a single train and the control according to the group trains, and the system has good compatibility, so that the applicability of the system is improved; secondly, the system automatically finishes the adjustment plan through the CTC, so that the efficiency is greatly improved, and the error probability of manual map adjustment is reduced.

Description

Ad-hoc network-based train group high-efficiency dispatching system and method

Technical Field

The invention belongs to the technical field of rail transit control, and particularly relates to a train group high-efficiency dispatching system and method based on an ad hoc network.

Background

With the development of communication technology and rail vehicle control technology, it is a direction of development of train control technology to combine ad hoc network with train control. An ad hoc network (also called a mesh network or an ad hoc network) is a network formed by a plurality of nodes according to an equal and independent principle. Each node in the network can be free from dependency relationship, and the nodes can perform networking and data transmission through self-networking negotiation. The networking of the ad hoc network is more flexible, new nodes can be added at any time, old nodes can be deleted at any time, complex configuration is not needed, and the network flexibility is higher.

In the prior art, when the route is triggered through a Central Traffic Control (CTC) in the dispatch center, the train is triggered according to a long route according to an operation plan. The existing operation plan only comprises track information, arrival time, departure time and the like. The operation plan is triggered according to a pre-programmed route sequence, not calculated in real time, and the route triggering can only be managed according to a long route mode, namely, the route is managed according to the route from an outbound signal machine to a reverse inbound signal machine. The original train route planning is compiled before triggering, and long routes (common routes) are triggered to realize train entering/exiting sections/stations (namely one-time calculation). When the train enters and exits the route disorder, the manual intervention adjustment plan is carried out, and no vehicle-mounted information feedback exists.

In the prior art, the departure system does not have the function of compiling and adjusting the group plan, train control is controlled according to a single train and cannot be controlled according to the group train, manual adjustment efficiency is low, real-time calculation cannot be achieved, and only self experience can be relied on. The goodness of the adjustment depends largely on the individual's ability. The degree of automation is not high.

The ad hoc technology can form an ad hoc group of trains by using a plurality of independent trains as independent nodes. In the face of ad hoc network-based train groups, the conventional departure technology is no longer applicable due to its inefficiency. Therefore, it is an urgent technical problem to be solved in the art to provide a scheme for an ad hoc network-based train group high-efficiency departure timing for an ad hoc network-based train group.

Disclosure of Invention

In order to solve the above problems, the present invention provides an ad hoc network-based train group high-efficiency departure method, including:

the dispatching centralized control center calculates a group plan, an operation plan and an operation strategy in real time and sends the group plan and the operation plan to a group control system;

the group control system acquires group departure route information and sends movement authorization to a train overspeed protection system in a train group according to the acquired group departure route information, group plan and operation plan;

the train overspeed protection system calculates a speed curve according to the mobile authorization and sends the speed curve to an automatic train driving system;

and the train automatic driving system controls the departure route of the group train according to the protection of the train automatic driving system and the operation plan and the operation strategy issued by the dispatching centralized control center.

Furthermore, the dispatching centralized control center identifies the overlapped routes of each train in the group according to the group plan, and handles a route set for each train in sequence according to the group plan.

Further, the train automatic driving system and the group control system feed back the execution condition of the operation plan to the dispatching centralized control center, and the dispatching centralized control center dynamically adjusts the group plan, the operation plan and the operation strategy according to the feedback information.

Further, the overlapping routes are not unlocked after the train just before passes, and are maintained to be unlocked after the train last passes in the group plan.

Further, adjusting the operation policy includes adjusting an operation path and adjusting an operation time.

Further, calculating the group plan in real time includes:

calculating a route sequence for the train to move according to a destination point of the train when the train enters and exits the station;

obtaining a key intersection point of the train through comparison operation of the route sequence of the train workshop;

calculating the time of the train reaching the key junction according to the distance between the position of the train and the key junction and the train operation parameters;

and selecting the sequence with the shortest running time sum of each train in the group trains as a group plan through the combined operation of all train station-in and station-out sequences.

Further, obtaining the group departure route information includes:

the dispatching centralized control center automatically sends an access handling command to the computer in an interlocking way according to the train information and the equipment state;

and the computer interlock determines group departure route information according to the route transaction command and the outdoor equipment state information and sends the group departure route information to a group control system.

Further, the outdoor equipment comprises a signal machine, a turnout and a section.

The invention also provides a high-efficiency train dispatching system based on the ad hoc network for the train group, which comprises a dispatching centralized control center, a group control system and an automatic train driving system,

the dispatching centralized control center is used for calculating a group plan, an operation plan and an operation strategy in real time and sending the group plan and the operation plan to a group control system;

Furthermore, the dispatching centralized control center is also used for identifying the overlapping routes of each train in the group according to the group plan and handling a route set for each train in sequence according to the group plan.

Further, the train automatic driving system and the group control system are also used for feeding back the execution condition of the operation plan to the dispatching centralized control center, and the dispatching centralized control center dynamically adjusts the group plan, the operation plan and the operation strategy according to the feedback information.

Further, the overlapped approach path is not unlocked after the train just before passes through, and is maintained to be unlocked after the train last in the group passes through.

Further, the operation strategy adjustment includes adjusting an operation path and adjusting an operation time.

Further, obtaining the group departure route information includes:

Further, calculating the group plan in real time includes:

The high-efficiency train dispatching system and method based on the ad hoc network can maximize station transport capacity and set a specific train as the highest priority unconditionally. The system dynamically generates and adjusts a group plan and an operation plan through CTC real-time calculation, so that the operation plan space is more subdivided, and the original signal machine from the outbound signal machine to the reverse inbound signal machine is further divided according to sections; meanwhile, the system subdivides the operation planning time, the time is blocked and controlled according to the short access on the train operation path, the access is more flexibly selected, the train system supports the control according to a single train and the control according to the group trains, and the system has good compatibility, so that the applicability of the system is improved; secondly, the system automatically finishes the adjustment plan through the CTC, so that the efficiency is greatly improved, and the error probability of manual map adjustment is reduced.

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

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.

Fig. 1 shows a flow chart of an ad hoc network-based train group efficient departure method in an embodiment of the invention;

fig. 2 shows a signal plane diagram of an example station in an embodiment of the invention;

fig. 3 shows a route set diagram of the train 1 in the embodiment of the present invention;

figure 4 shows a route set diagram for train 2 in an embodiment of the invention;

figure 5 shows a route set diagram for a train 3 in an embodiment of the invention;

figure 6 shows a route set diagram for a train 4 in an embodiment of the invention;

FIG. 7 is a schematic diagram of a train in a train group before departure of different station tracks in the embodiment of the invention;

FIG. 8 is a schematic diagram illustrating that trains in a train group are located on different tracks to start running and departure in the embodiment of the invention;

FIG. 9 shows a schematic track diagram of a train 1 when it is completely cleared from 1-7 DGs in an embodiment of the present invention;

FIG. 10 shows a schematic track diagram of a CTC triggering an R005 route in an embodiment of the invention;

FIG. 11 shows a schematic track diagram of a train 2 when it is completely cleared of 11DG in an embodiment of the present invention;

FIG. 12 shows a schematic track diagram of the triggering of an R010 access by a CTC in an embodiment of the invention;

FIG. 13 shows a schematic track diagram of a train 3 at full discharge 23DG in an embodiment of the invention;

FIG. 14 shows a schematic track diagram of a CTC triggering R013 trails in an embodiment of the invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be 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 some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

In the embodiment of the invention, a plurality of trains on the track form a train group through an ad hoc network, and the train group can comprise a plurality of independent trains, a plurality of independent train sub-groups formed by the plurality of trains or both of the independent train sub-groups. Each train subgroup may include one or more trains of rolling stock, and the plurality of trains in a train may be connected physically or through a communicative virtual coupling, or a combination thereof. Virtual connection is realized among independent trains, independent train subgroups and between the independent trains and the independent train subgroups through an ad hoc network, and one independent train subgroup in the ad hoc network are used as a node of the ad hoc network. However, the embodiment of the present invention does not limit the connection manner of each train in each train subgroup in the train group. For convenience of describing the technical solution of the present invention, unless otherwise specified, the train in the present invention refers to an independent train or an independent train subgroup.

In the embodiment of the invention, professional terms for train operation exist, and patent terms are explained: a central Control center (CTC), a Group Control System (GCS), a Computer-Based Interlocking (CBI), an Automatic Train Protection System (ATP), an Automatic Train Operation System (ATO), a Mobile Authorization (MA), and a Train Operation adjustment plan are input or introduced by a dispatcher in the central Control System, and describe the Train number attribute, the Operation path, the Operation time, the data of station Operation, and the Train in the Train Group, and the Train in front of and after the Train indicates the Train Operation direction in the Train Group, and the Train in the Train Group and the Train behind the Train adjacent to the Train indicate the Train Operation direction in the Train Group. The CTC, CBI and GCS belong to a ground subsystem, and the computer interlocking CBI is a computer interlocking system for realizing the route control of the group train; ATP and ATO are located on a train and belong to vehicle-mounted systems. It should be noted that the device name in the present invention is not limited to its literal meaning, and any device that conforms to the system architecture of the present invention and implements the functions of the device of the present invention, regardless of the device name, is within the scope of the present invention; the switch is usually kept in a positioning position except for use, cleaning, inspection or repair, and is divided into a positioning position and a reverse position, wherein the positioning position and the reverse position are generally specified by a station according to requirements, the positioning position is basically in a direction leading to a straight line, and the reverse position is in a direction leading to a curve.

In the embodiment of the invention, the trains in the train group are in data connection with the vehicle-mounted system (ATP and ATO) through the ground subsystems (CTC, CBI and GCS) so as to realize the driving control of all the trains in the train group. Fig. 1 shows a flow chart of a train group efficient departure method based on ad hoc network in an embodiment of the present invention, in fig. 1, a CTC calculates a group plan, an operation plan and an operation strategy in real time, and sends the group plan and the operation plan to a GCS, the CTC sends the operation plan and the operation strategy to an ATO, the CTC automatically issues an access handling command to a CBI according to train information and an equipment state, the CBI determines group departure access information according to the access handling command and outdoor equipment state information, and sends the group departure access information to the GCS; the GCS sends a movement authorization to ATP in the train group according to the group departure route information, the group plan and the operation plan, the ATP calculates a speed curve according to the movement authorization and sends the speed curve to the ATO, and the ATO enters the departure route in sequence according to the operation plan and the operation strategy issued by the protection and scheduling centralized control center of the ATP; the ATO and the GCS feed back the execution condition of the operation plan to the CTC, and the CTC dynamically adjusts the group plan, the operation plan and the operation strategy according to the feedback information; and in the running process, the ATP feeds back the train state information to the GCS.

Specifically, the CTC monitors trains and equipment, performs plan adjustment according to states of the trains and the equipment and operation scheduling requirements, can automatically perform route triggering according to an operation plan, specifies a group plan with a maximum operation capacity as a target, and manages the group trains. The CTC comprises an automatic route triggering module, a plan adjusting module and other key modules. CTC route triggering is divided into manual route handling and automatic route triggering modes. And the CTC automatically issues an access transaction command to the CBI according to the train information and the equipment state. And (4) checking conditions: the route is a group route; the section in the access is not locked by other accesses; the section in the access is not occupied; turnouts in the access are not locked by other accesses; collision detection, etc. The CTC dynamically adjusts the operation plan based on the GCS and ATO feedback information.

When the CTC determines the group plan, the CTC calculates the station yard shape, the field equipment state (turnout position/zone state, etc.), the train state information (speed, braking performance, acceleration performance, position), etc. in real time, and selects the sequence with the shortest sum of all the train running time (including turnout action time) in the group train as the group plan. According to the destination point (station track, section) of train when entering or leaving station, calculate the route sequence (combination) that the train travels, the combination is possible to be various, therefore has optimization selection space. And obtaining a key junction of the train by comparing and operating the route sequence of the train workshop. And calculating the time of the train reaching the key junction according to the distance between the position of the train and the key junction and the train operation parameters (speed, braking performance and acceleration performance). Through the combined operation of all train station-entering and station-exiting sequences, the sequence with the shortest sum of the running time (including the turnout action time) of each train in the group train is selected as a group plan.

Further, the CTC identifies overlapping routes of each train in the group according to the group plan, and transacts a route set for each train in sequence according to the group plan.

Specifically, the repeated route is a route used for a normal train, as compared to a normal route. A repeat route is one or more route sections through which the train consist passes, i.e. at least two trains in the train consist pass through the route. The overlapping route is the intersection of the route set of the train in the group and the route set of the train immediately before the overlapping route. The overlapped access path is not unlocked after the train just before passes through the overlapped access path, and the overlapped access path is maintained to be unlocked after the last train in the group passes through the overlapped access path.

Specifically, when a CTC transacts a route set, a route set is transacted for each train in sequence according to the sequence of the train planned by the train group, that is, the CTC transacts a route set for each train from the first train in the train group, and the sequence of transaction of routes in the route set is consistent with the sequence of routes in the route set:

for the 1 st train in the group train, CTC is all routes in the train arrangement route set;

for the Nth train (N > 1) in the group train, the CTC checking sequence checks that it is the train immediately before, and the travel set of the train immediately before can be handled without travel conflict.

And receiving a route transaction command sent by an automatic route trigger module of the CTC, managing group routes by the CBI according to the route transaction command, outdoor equipment (signal machines, turnouts, sections and the like) state information and the like, arranging train routes in the train group, acquiring repeated routes and the like to form route information, and providing the route information to the GCS. The CTC is responsible for setting which station track each train in the train group respectively enters, and the CBI handles the route according to the setting result and the command of the CTC.

Specifically, the CBI sends the route information such as the route section status (locked/unlocked, occupied/clear), the signal (inhibit signal/permit signal), and the switch information (position/reverse) to the GCS. And the GCS organizes the train group according to the group plan issued by the CTC and generates movement authorization for each train. And calculating a speed curve according to the MA (maximum allowable traffic volume) sent by the GCS, including driving permission, line data, train parameters and the like, and monitoring the running of the train. The ATO realizes automatic train driving under the protection of the vehicle-mounted ATP according to the operation plan and the adjustment strategy issued by the CTC; and the CTC adjusts the group plan, the operation plan and the operation strategy in real time according to the train operation plan execution condition fed back by the ATO and the GCS. The operation strategy adjustment comprises the adjustment of an operation path and the adjustment of operation time.

The GCS sends MA to the ATP of the trains in the train group according to the route information (such as locking state, unlocking state and the like of the receiving and dispatching route) provided by the CBI, the group plan and the operation plan provided by the CTC, the train state information (such as position information of the train, integrity information of the train and the like) provided by the ATP, the line data (such as operation speed limit and the like) and the like to control the operation of each train in the train group, and the ATO sends the trains to the route under the protection of the vehicle-mounted ATP according to the operation plan and the adjustment strategy issued by the CTC, namely controls the trains in the train group to enter the receiving route.

Detailed implementation of departure method

Fig. 2 shows a signal plane schematic diagram of an exemplary station in an embodiment of the present invention, in fig. 2, a train 1, a train 2, a train 3, and a train 4 are taken as a group for illustration, a CTC calculates a group plan, an operation plan, and an operation strategy of four trains in real time, and sends the group plan and the operation plan to a GCS, the CTC identifies overlapping routes of four trains in the group according to the group plan, and handles a route set for each train in sequence according to the group plan, the GCS sends MAs to control the operation of each train in the train group according to route information provided by a CBI, the group plan and the operation plan provided by the CTC, train state information provided by an ATP, and ATP of trains in a train group such as line data, the ATO issues a route according to the operation plan and an adjustment strategy issued by the CTC and issues a protection route at a vehicle-mounted ATP, and executes a train operation plan fed back by the CTC according to the ATO and the GCS, and adjusting the group plan, the operation plan and the operation strategy in real time.

Specifically, in fig. 2, 5G, IG, IIG, IIIG denote tracks, 37-47DG, 17DG, 57-59DG, 25-43DG, 15DG, 3-5DG, 55-61DG, 29-31DG, 23DG, 11DG, 1-7DG, 51DG, 27-33DG, 21DG, 9DG denote sections, IAG, X3JG, IIAG, S1LQ, IIIAG, XD2JG denote sections, 41/43, 35/39, 15/17, 1/3,5/7, 23/25, 55/57,59/61, 27/29, 31/33, 9/11 denote switches, D25, D23, D35, D11, D15, XD, X, XF, S15, SI, and SIII denote signals.

In the embodiment of the invention, departure of four train groups is numbered, sections of each number of the routes, and points on the sections and enemy routes of the route numbers are described, and as shown in table 1, table 1 shows an interlocking table of an example station.

Table 1 interlocking tables of example stations

Table 1 is a partially interlocking table of example stations, the route number is a route number, and the route number is unique for uniquely identifying a route in a CBI jurisdiction. A segment is all segments included on the route. Switches are all switches contained on the route, with 1/3 indicating switch 1/3 positioning and (1/3) indicating switch 1/3 flipping. If route R003 is a route that passes through both 3-5DG,1-7DG segments and switch 1/3 on segments 3-5DG is in the opposite position, the hostile route of route R003 is R005.

The CTC calculates the operation plan and the group plan of the group train in real time, identifies the overlapped access of each train in the group according to the group plan, and handles access sets for each train in sequence according to the group plan. The operation schedule of the group train is shown in table 2.

TABLE 2 train operation plan

Wherein T001 represents the ID of train 1, T002 represents the ID of train 2, T003 represents the ID of train 3, T004 represents the ID of train 4, train 1 is located on the 5G track, train 2 is located on the IIG track, train 3 is located on the IIIG track, train 4 is located on the IG track, the train ID in the operation plan in table 2 is the train number, and the train ID is used to uniquely identify a train. The track means a parking track of the train. The route set is used for representing the operation route of the train in the departure operation in the station, and one route set comprises the set of all routes from the departure of the station track to the departure.

Fig. 3 shows a route set diagram of the train 1 in the embodiment of the present invention, and the broken line in fig. 3 describes the route set of the train 1(T001) on the station track 5G. For example, as shown in table 2, the route set of train 1 is { R001, R002, R003, R004}, and information of R001, RO02, R003, R004, etc. can be found from interlocking table 1. For example, R003 is a route through two sections 3-5DG and 1-7DG, and the switch 1/3 on the sections 3-5DG is in the inverted position, and the enemy route of R003 is R005. The information of sections, switches, etc. of RO02, R003, R004 are shown in table 1 and will not be described herein.

Fig. 4 shows a route set diagram of the train 2 in the embodiment of the present invention, and the broken line in fig. 4 depicts the route set of the train 2(T002) on the station road IIG. For example, as shown in table 2, the route set of the train 2 is { R009, R008, R007, R006, R005, R004}, and information of R009, R008, R007, R006, R005, R004, etc. can be found from the interlocking table 1. For example, R008 is a route through sections 27-33DG, and the switches on sections 27-33DG are 27/29, 31/33. Information on segments, switches, and the like of R009, R007, R006, R005, and R004 are shown in table 1, and will not be described herein again.

Fig. 5 shows a schematic diagram of the route set of the train 3 in the embodiment of the present invention, and the broken line in fig. 5 describes the route set of the train 3(T003) on the station IIIG. For example, as shown in table 2, the route set of the train 3 is { R012, R011, R010, R005, R004}, and information of R012, R011, R010, R005, R004, etc. can be found from the interlock table 1. For example, R011 is a route passing through two sections 23DG and 25-43DG, and the switch 23/25 on the section 23DG is in the inverted position, and information of sections, switches, etc., where the enemy route of R011 is R013, R0012, R0010, R005, R004, is shown in table 1, and will not be described herein again.

Fig. 6 shows a schematic diagram of the route set of the train 4 in the embodiment of the present invention, and the broken line in fig. 6 describes the route set of the train 4(T004) on the station IG. For example, as shown in table 2, the route set of the train 4 is { R015, R014, R013, R010, R005, R004}, and information of R015, R014, R013, R010, R005, R004, and the like can be found from the interlock table 1. For example, R015 is a route through a section 55-61DG, where the switches on the section 55-61DG are 55/57, 59/61. Information on segments, switches, and the like of R015, R014, R013, R010, R005, and R004 are shown in table 1, and are not described herein again.

The trains 1-4 are made into a group plan, the table 3 is the group plan of the example station, the group train is a train group consisting of one or more rows of solid trains, the ground equipment controls the train group according to one train, and the trains in the train group are cooperatively controlled. The train group number is used to identify a train group that identifies the set of trains that make up the group that are planned to make up the group. If the train group number Q001 is a train group consisting of a train 1(T001) on the station track 5G, a train 2(T002) on the station track IIG, a train 3(T003) on the station track IIIG, and a train 4(T004) on the station track IG.

TABLE 3 group plan of exemplary stations

The following describes a specific departure route process for group Q001. At time T1, CTC is train 1 in Q001, i.e., T001, and the transit route set is R001, R002, R003, R004.

The CTC identifies key switches in the route set of the train 2 in the Q001 and the route set of the T001, namely 1/3 switches in the figure, R005 and R003 are enemy, and R005 cannot handle the switch. Other routes R009, R008, R007 and R006 do not conflict with the route of the train immediately before and can be handled simultaneously.

The CTC identifies key switches in the route set of the train 3 in the Q001 and the route set of the T002, namely 9/11 switches in the figure, R010 and R006 are enemy, and R010 cannot handle the switch. The other routes R012 and R011 do not conflict with the route of the train immediately before and can be handled simultaneously.

The CTC identifies key switches in the route set of the train 4 in the Q001 and the route set of the T003, namely 23/25 switches in the figure, R013 and R011 route enemies, and R013 cannot handle. The other routes R015 and R014 do not conflict with the route of the train immediately before and can be handled simultaneously. Fig. 7 shows a schematic diagram of a train in a train group before departure of different station tracks in the embodiment of the invention. In fig. 7, train 1 is located on the 5G station track, train 2 is located on the IIG station track, train 3 is located on the IIIG station track, and train 4 is located on the IG station track.

Subsequently, each train in the group starts to operate according to MA of GCS, FIG. 8 shows a schematic diagram of the train in the train group at different station tracks for starting to operate and departure in the embodiment of the invention, in FIG. 8, each of the train 1, the train 2, the train 3 and the train 4 moves according to a dotted line, the train 1 operates in a 37-47DG section, the train 1 operates in a 17DG section through the 37-47DG section, the train 2 enters a 51DG section, the train 3 enters a 57-59DG section, the train 4 enters a 55-61DG section, and the 57-59DG and the 55-61DG section have the same switches 55/57, 59/61. At this time, the switch (23/25) is locked in a reverse position, the switch (1/3) is locked in a reverse position, and the switch (9/11) is locked in a reverse position, and circles in the drawing indicate locking.

At the time of T2, when the train 1 completely exits a 1-7DG section, a 1/3 turnout and a 5-7 turnout are unlocked, a schematic track diagram when the train 1 completely exits the 1-7DG is shown in fig. 9, when the train 1 starts, the train 1 enters the 17DG section and the 15DG section, passes through a reversed (15/17) turnout, sequentially passes through the 3-5DG section and the 1-7DG section, and passes through a reversed (1/3) turnout, and the train 1 completely exits the 1-7DG section; at this time, the switch (23/25) is locked in a reverse position, and the switch (9/11) is locked in a reverse position. At this time, a condition for clearing the route R005 is met, the CTC triggers the R005 to enter the route, FIG. 10 shows a schematic track diagram when the CTC triggers the R005 to enter the route in the embodiment of the invention, the train 2 sequentially passes through the sections 27-33DG, 21DG, 11DG,9DG and 1-7DG, and when the train 2 runs, the turnout (9/11) is reversed and locked until the train 2 enters the section 1-7 DG. At this time, switch (23/25) is locked in reverse position and switches 1/3,5/7 are locked.

1AG is the overlapped route of T002 and T001, and the track is not unlocked along with the running of the train 1, figure 11 shows the track schematic diagram when the train 2 completely clears 11DG in the embodiment of the invention, and in figure 11, the turnouts of 11DG and 9/11 of the train 2 are unlocked. When the train 2 enters a section 1-7DG, the train 3 passes through the sections 23DG and 25-43DG, and a turnout (23/25) is locked in a reverse position; train 4 enters the 29-31DG section. At this point, switches 1/3,5/7 are locked.

When the train 2 completely exits 11DG and has the condition of clearing the access R010, the CTC triggers the access R010, and fig. 12 shows a track schematic diagram when the CTC triggers the access R010, and the train 3 passes through the 11DG section and the turnout 9/11 is locked. Train 4 enters the 29-31DG section. At this time, switch (23/25) is locked in reverse position and switches 1/3,5/7 are locked.

The train 3 exits 23DG, switches 23-25 are unlocked, fig. 13 shows a track schematic diagram when the train 3 completely exits 23DG in the embodiment of the invention, the train 3 passes through a section 11DG, the switch 9/11 is locked, and the train 4 enters a section 29-31 DG. At this point, switches 1/3,5/7 are locked.

The train 3 leaves 23DG clearly and has the condition of transacting a route R013, the CTC triggers R013 to enter, and FIG. 14 shows a track schematic diagram when the CTC triggers R013 to enter in the embodiment of the invention, the train 3 enters a 1-7DG section, switches 1/3,5/7 are locked, a switch 9/11 is locked, the train 4 enters a 29-31DG section, and a switch 23/25 is locked; the train 3 completely exits the 1DG section to the 7DG section, and the train 4 passes through the 23DG section, the 11DG section and the 1DG section to the 7DG section in sequence. At this point, departure of group Q001 is completed.

The high-efficiency train dispatching system and method based on the ad hoc network can maximize station transport capacity and set a specific train as the highest priority unconditionally. The system dynamically generates and adjusts the group plan and the operation plan through CTC real-time calculation, so that the operation plan space is more subdivided, and the original signal machine from the outbound signal machine to the reverse inbound signal machine is further divided according to sections; meanwhile, the system subdivides the operation planning time, the time is blocked and controlled according to the short access on the train operation path, the access is more flexibly selected, the train system supports the control according to a single train and the control according to the group trains, and the system has good compatibility, so that the applicability of the system is improved; secondly, the system automatically finishes the adjustment plan through the CTC, so that the efficiency is greatly improved, and the error probability of manual map adjustment is reduced.

Although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.

Claims

1. A high-efficiency train dispatching method for a train group based on an ad hoc network is characterized by comprising the following steps:

the real-time calculation of the group plan by the dispatching centralized control center comprises the following steps:

calculating a route sequence for the train to move according to a destination point of the train when the train enters and exits the station; obtaining a key intersection point of the train through comparison operation of the route sequence of the train workshop; calculating the time of the train reaching the key junction according to the distance between the position of the train and the key junction and the train operation parameters; selecting the sequence with the shortest running time sum of each train in the train group as a group plan through the combined operation of all train in-out sequences;

and the train automatic driving system controls the trains in the train group to enter the departure route according to the protection of the train overspeed protection system and the operation plan and the operation strategy issued by the dispatching centralized control center.

2. The ad hoc network-based train group efficient departure method according to claim 1, wherein the dispatch centralized control center identifies overlapping routes of each train in the group according to the group plan, and handles a route set for each train in turn according to the group plan.

3. The ad hoc network-based train group high-efficiency departure method according to claim 1, wherein the train automatic driving system and the group control system feed back execution conditions of the operation plan to the central control center for scheduling, and the central control center dynamically adjusts the group plan, the operation plan and the operation strategy according to the feedback information.

4. The ad-hoc network-based train group efficient departure method according to claim 2, wherein said overlapping approaches are not unlocked after the immediately preceding train passes, and remain unlocked after the last train passes in said group plan.

5. The ad hoc network-based train group high-efficiency departure method according to claim 3, wherein said adjustment of the operation strategy comprises adjusting an operation path and adjusting an operation time.

6. The ad hoc network-based train group efficient departure method according to claim 1, wherein obtaining the group departure route information comprises:

7. The ad hoc network-based train group high-efficiency departure method according to claim 6, wherein said outdoor equipment comprises semaphores, switches, and sectors.

8. A high-efficiency train dispatching system of a train group based on an ad hoc network is characterized by comprising a dispatching centralized control center, a group control system and an automatic train driving system,

the real-time calculation of the group plan by the dispatch centralized control center comprises the following steps:

9. The ad hoc network based train group high efficiency departure system according to claim 8,

the dispatching centralized control center is also used for identifying the overlapped routes of each train in the group according to the group plan and handling a route set for each train in sequence according to the group plan.

10. The ad hoc network based train group high efficiency departure system according to claim 8,

the train automatic driving system and the group control system are also used for feeding back the execution condition of the operation plan to the dispatching centralized control center, and the dispatching centralized control center dynamically adjusts the group plan, the operation plan and the operation strategy according to the feedback information.

11. The ad hoc network based train group high efficiency departure system according to claim 9,

the overlapping access path is not unlocked after the train just before passes through, and is maintained to be unlocked after the train last in the group passes through.

12. The ad-hoc network-based train consist high efficiency dispatch system of claim 10 wherein adjusting the operational strategy comprises adjusting operational paths, adjusting operational time.

13. The ad-hoc network-based train group high-efficiency departure system according to claim 8, wherein obtaining said group departure route information comprises: