CN113562037A

CN113562037A - Distributed autonomous dispatching centralized system supporting multiple turn-back functions

Info

Publication number: CN113562037A
Application number: CN202110954382.1A
Authority: CN
Inventors: 赵宏涛; 王涛; 张海峰; 齐威; 高峰; 曹桢; 唐彬; 宋鹏飞; 陈�峰; 刘黎; 段晓磊; 王振东
Original assignee: China Academy of Railway Sciences Corp Ltd CARS; Signal and Communication Research Institute of CARS; Beijing Ruichi Guotie Intelligent Transport Systems Engineering Technology Co Ltd; Beijing Huatie Information Technology Co Ltd
Current assignee: China Academy of Railway Sciences Corp Ltd CARS; Signal and Communication Research Institute of CARS; Beijing Ruichi Guotie Intelligent Transport Systems Engineering Technology Co Ltd; Beijing Huatie Information Technology Co Ltd
Priority date: 2021-08-19
Filing date: 2021-08-19
Publication date: 2021-10-29
Anticipated expiration: 2041-08-19
Also published as: CN113562037B

Abstract

The invention discloses a distributed autonomous dispatching and centralized system supporting multiple turn-back functions, which can realize the function of turning back the same station for multiple times in the same train and the function of turning back the same station in the same time period of the same train by protocol expansion, data flow adjustment and software logic upgrade on the basis of not changing the structure of the whole system, and meet the application requirements of test field experiments, joint debugging joint test and field actual engineering. The extended protocol and the improved service processing logic improve the existing instruction searching and access card control logic and further enhance the safety of driving command and scheduling. The extended protocol and the additional ancillary information generated by the improved business logic enhance the data integrity and consistency of the CTC system; under the intelligent scheduling trend, the CTC system data is combined with external system data, so that the automation and intelligence level of the high-speed railway transportation organization can be further improved.

Description

Distributed autonomous dispatching centralized system supporting multiple turn-back functions

Technical Field

The invention relates to the technical field of rail transit, in particular to a distributed autonomous dispatching and concentrating system supporting multiple turn-back functions.

Background

The high-speed railway traffic dispatching command system uniformly commands and manages running trains through signal equipment in a centralized control section, realizes traffic dispatching and safety card control functions, and is a command center of daily organization work of railway transportation. As the core of the Train Dispatching command System, a distributed automatic Control (CTC) System takes a Train Dispatching and Commanding System (TDCS) as a platform, comprehensively adopts modern communication technology, computer technology, network technology and automatic monitoring technology according to the China high-speed railway transportation organization mode to realize high reliability, the automatic monitoring system has the advantages of high real-time performance and high safety, has the coordinated and unified control of train operation and shunting operation in a decentralized autonomous control mode, can finish the auxiliary establishment of a train operation diagram and automatically issue, the automatic tracking of train operation, the automatic control of train route access, the automatic advance of train receiving and dispatching route information, the interactive automatic control of shunting operation, the automatic issuing of dispatching commands and driving certificates, the automatic generation of driving logs, and the automatic recording and classification functions of alarm information, system operation logs, operation events and the like. A distributed autonomous dispatching centralized system (hereinafter abbreviated as a CTC system) improves a data combination mode in transportation command, enhances the system coordination capacity, and is an important driving control automation tool for ensuring driving safety and driving efficiency.

As shown in fig. 1, a typical CTC system consists of centrally deployed equipment and equipment deployed at stations. The central equipment comprises an application server in charge of information transfer and allocation by a railway bureau center, a dispatching station in charge of plan formulation in a line, a debugging assisting station in charge of central traffic control, a dispatching command station in charge of command initialization and issuing, a display station and a maintenance station in charge of station yard display and equipment maintenance, and various interface servers in charge of external information interaction, such as a GSM-R interface server, an adjacent bureau interface server, a TSRS (temporary speed limiting server) interface server, an RBC (radio block center) interface server and the like. The central equipment is connected with the front-end processor through network communication equipment, and is connected with a plurality of station equipment in a star mode, wherein the station equipment comprises station extension sets, car service terminals, line occupying plates, tracking servers, autonomous machines and the like.

In the existing CTC implementation scheme, the train number is the unique identification and index of the service logic processing of each equipment module of the center and the station. Taking a core station autonomous machine module of a CTC system as an example, an autonomous machine creates an access instruction logic according to a phase plan, and a subsequent internal state and external event drive instruction state transition logic and a generated associated service logic all take a train number as a unique identifier. The uniqueness requirement of the index causes the current situation and the defect that the existing CTC system does not support the overlapping of the same-name train number services.

With the deep engineering application, more and more online CTC systems of passenger-specific lines are newly built, and a traffic command and scheduling system with a part of dispersed autonomous safety card control functions is gradually popularized in the existing ordinary lines, so that the railway transportation organization mode is further complicated. The special truck returns back to run on a special line, the running line under the train number of the train is not changed to run in a hooking mode, the frequency and the range of the cyclic experiment running of the circular track test line and the scenes of various abnormal transportation organizations and the like caused by emergencies are increased day by day, and the application requirements of a decentralized and autonomous dispatching centralized system with the functions of returning back the same station for multiple times in the same train number and returning back the same station in the same time period of the same train number are strongly generated on the engineering application site. On the basis of not changing the overall structure of the existing CTC system, the functions of 'returning the same station for multiple times in the same train number' and 'returning the same station in the same time period in the same train number' of the CTC system are realized by protocol expansion, service logic upgrading and transformation and the like, the on-site practical application requirements are met, and the CTC system is an important task in the development and deployment of the existing CTC system.

The multiple turning function, that is, there are multiple pairs of same-name train number plans in the same station in the same time period, respectively corresponding to 2 typical applications: 1) a plurality of meter lines with the same train number but different locomotive numbers mark the same station back in the same time period; 2) the same train number plan line returns the same station for multiple times. The 2 typical applications correspond to the following 3 scenarios, respectively.

Scenario 1.

2 train running lines are marked, the planned lines are different in ID, the train numbers are the same, and the locomotive numbers are different. The 2 planning lines are in the same planning period in the same stage and approach to the same station.

In the example shown in fig. 2, A, B, C, D are names of 4 adjacent stations. Due to an emergency (such as abnormal weather like rain and snow), etc., the train number G123 (the train number G123 is only an example, and does not specifically correspond to the actual real train number, and is the same as the next day) on the previous day is planned to be 24 hours at a later point (about), and the train runs on the same route as the train number G123 on the same name on the next day, that is, the G123 train running routes on the previous and next 2 times are both the station A, B, C, D. Two G123 trains with the same train number are drawn by different locomotives, namely, the locomotive numbers are different.

Scene 2.

The single train running plan lines (2 or more) turn back to pass through (start and end to) the same station, and the relationship between the front station and the rear station is (partially) the same.

In the example shown in fig. 3, two accesses by train number G123 at station B, both originating from station a; but the train number G123 has two hand-offs at station B and a different destination (station a and station C, respectively).

Scene 3.

The single train running meter marks lines, the train runs into the same station for 2 times or more, and the access and receiving ports in the station are different.

In the example shown in fig. 4, the train number G123 has two accesses at the station B, and the sources are different, namely the station a and the station C; and the two times of the vehicle number G123 are different in the B station, namely the C station and the final station (no delivery).

At present, there are two main related technical solutions, which are introduced as follows:

in the first scheme, the existing CTC system structure and corresponding software logic cannot completely satisfy the 3 scenes of the turn-back of the same-name train number. But the on-site partial function requirements can be indirectly met by measures such as modifying the train number and/or enlarging the plan interval.

The identification and index of each business logic of the CTC system is the train number. The problem of repeated turning back of the same-name train can be partially solved by modifying the same-name train number to change two same-name train numbers into different train numbers. Taking fig. 2 as an example, two train numbers with the same name G123 may be modified into G123 and G125, respectively (the train numbers are only examples, and do not specifically correspond to the actual valid train numbers). The central line dispatching desk compiles the G123 and G125 train number plans and sends the plans to the station autonomous machine. The autonomous machine processes according to different real famous train schedules, and meets the requirement of the scene 1 on the basis of not modifying the structure and the logic of the existing system.

However: 1) the train number is an effective identifier of a train transportation organization, is a basis and benchmark for information interaction of various train organization systems, has the uniformity and seriousness of all roads, and can not be used by various railway authorities without authorization for construction and self-construction. Therefore, except for emergency severe emergencies and the consent of the superior responsible persons, the dispatcher cannot freely change the train number generated according to the basic diagram for the scene 1. 2) The method for modifying the train number is mainly suitable for two identical marking scenes, namely scene 1, for the application of the same station in the same planning line multiple paths represented by

scenes

2 and 3, a single marking line can be split into multiple sections of independent marking lines, then the train number of each section of marking line is modified, the related operation limitation is large, and the field is not generally adopted. Therefore, the solution cannot sufficiently satisfy the requirements.

And in the scheme II, the CTC system is a railway dispatching and commanding system taking information concentration and control dispersion as basic concepts. The stage of central line tuning planning is planned to be a 3-6 hour driving plan. The autonomous machine, the vehicle service terminal and the like take the phase plan as a basis, internal logic generates various control objects including a control command object, a route advance notice object and the like, and the object state transition is driven according to the train running state and the service logic. And after the object completes the service logic processing, the related terminal delays to delete the object after a certain time-out. Therefore, the phase plan, the control object, and the like have temporal limitations (whether or not objects within the same station equipment collide, depending on the inter-object lifecycle overlapping situation) and spatial limitations (the internal object operating spaces of different station equipments are relatively independent). Under the existing system structure and business logic, the same-name objects belong to different business processing time slots, so that the application requirements can be partially met.

For scenario 1, the planned time interval of two trains G123 of the same name and different train lines is made sufficiently large (e.g., more than 12 hours). In any single-stage planning time interval, two homonymous score lines are not included at the same time, so that the control terminal such as the autonomous machine only processes a single planning service in a single time, and no time interval exists for simultaneously processing the two homonymous score lines, and no conflict is generated. When the planning time interval of two trains G123 of the same name and different train lines is large (e.g., more than 3 hours), although two trains may be planned simultaneously within a single phase planning period. However, in the processing logic of the terminal such as the autonomous system, after the previous train is cleared and deleted overtime, the next train starts the service processing. The service processing time slots of two trains G123 with the same name and different routes are not overlapped, and the requirement of the scene 1 can be met.

Aiming at the

scenes

2 and 3, the interval of the multiple point sequences of the same marking line at the same station is enlarged, namely, the business operation of the station in the multiple ways of the train number belongs to different business processing time slots, and the requirement of the corresponding scene can be correspondingly met.

However: similar to the train number, the train running time and the intra-station operation time are also strictly required, are limited by basic diagrams, operation plans, station yard resources and the like, and cannot be adjusted randomly and infinitely. Therefore, by adjusting plan time division of the scheme two, the same-name train numbers belong to different service processing time slots respectively and are only suitable for a small number of scenes.

Disclosure of Invention

The invention aims to provide a distributed autonomous dispatching and centralized system supporting multiple turn-back functions, which can realize the function of turning back the same station for multiple times in the same bus and the function of turning back the same station in the same time period in the same bus.

The purpose of the invention is realized by the following technical scheme:

a distributed autonomous dispatching centralized system supporting multiple foldback functions expands the flow direction of partial data streams of a protocol and an adjusting part and improves and optimizes service logic on the basis of the existing system; wherein:

the effective distinction between different plan lines of the same-name train number and among a plurality of operation nodes of the same station of the same-name train number is realized through an expansion protocol; adjusting the partial data stream flow direction comprises: a locking state of the route instruction is sent to the outside through the autonomous machine;

the improved optimized business logic comprises: on the basis of the expansion protocol and the flow direction of the data stream of the adjustment part, the phase plan after the expansion protocol is sent to corresponding equipment in the system through the phase plan compilation service; processing services through the route instruction and establishing the route instruction according to the stage plan of the extended protocol; generating train number tracking and train number point reporting information of an extended protocol through train number tracking point reporting service and a stage plan of the extended protocol; the route instruction jumps between set states according to the train number tracking and train number reporting point information of the extended protocol, and jumps to a trigger state after the route instruction meets trigger time and passes a route arrangement checking condition, processes service through a control command, and generates route control information of the extended protocol; when the route instruction is converted into a route arrangement success state, generating inter-station block information of an extended protocol through inter-station block service; when the set conditions are met, sending route forecast information of an expansion protocol through the route forecast processing service; for the dual-computer redundant hot standby equipment in the system, when the set time is reached or the state or the attribute of the host computer is changed, the data synchronization is carried out by combining the dual-computer main/standby synchronization service with the main/standby synchronization information of the expansion protocol.

The technical scheme provided by the invention can show that 1) on the basis of not changing the whole system structure, the function of turning back the same station for multiple times in the same train number and the function of turning back the same station in the same time period in the same train number can be realized through protocol expansion, data flow adjustment and software logic upgrade, and the application requirements of test field experiments, joint debugging joint test and field actual engineering are met. 2) The extended protocol and the improved service processing logic improve the existing route instruction searching and route card control logic and further enhance the safety of the driving command and dispatching system. 3) The extended protocol and the additional ancillary information generated by the improved business logic enhance the data integrity and consistency of the CTC system; under the intelligent scheduling trend, the CTC system data is combined with external system data, so that the automation and intelligence level of the high-speed railway transportation organization can be further 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 these drawings without creative efforts.

FIG. 1 is a schematic diagram of a typical CTC system architecture provided in the background of the invention;

fig. 2 is a schematic view of a scene where two trains with the same train number travel the same route according to the background art of the present invention;

fig. 3 is a scene schematic diagram of the same train passing through the same station multiple times (the relationship between the front and rear stations is the same) according to the background art of the present invention;

fig. 4 is a scene schematic diagram of the same train passing through the same station multiple times (different relationships between the front and rear stations) according to the background art of the present invention;

fig. 5 is a schematic diagram of a distributed autonomous dispatch centralized system supporting multiple foldback functions according to an embodiment of the present invention;

FIG. 6 is a flow chart of a train operation provided by an embodiment of the present invention;

FIG. 7 is a diagram illustrating data flow adjustment according to an embodiment of the present invention;

fig. 8 is a schematic view of an application scenario for adjusting the flow direction of a partial data stream according to an embodiment of the present invention;

FIG. 9 is a diagram illustrating a data storage structure of a plan line according to an embodiment of the present invention;

FIG. 10 is a flow chart of the scheduling logic for the autonomous receiving phase according to an embodiment of the present invention;

FIG. 11 is a diagram illustrating an exemplary correspondence between ports and routing instructions according to an embodiment of the present invention;

FIG. 12 is a schematic diagram of an interface for a dispatching desk to compile a same-name train number plan according to an embodiment of the present invention;

fig. 13 is a schematic view of an interface for creating a turn-back vehicle number command by an autonomous machine 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 terms that may be used herein are first described as follows:

the terms "comprising," "including," "containing," "having," or other similar terms of meaning should be construed as non-exclusive inclusions. For example: including a feature (e.g., material, component, ingredient, carrier, formulation, material, dimension, part, component, mechanism, device, process, procedure, method, reaction condition, processing condition, parameter, algorithm, signal, data, product, or article of manufacture), is to be construed as including not only the particular feature explicitly listed but also other features not explicitly listed as such which are known in the art.

The embodiment of the invention provides a distributed autonomous dispatching and centralized system supporting multiple turn-back functions, which aims to ensure compatibility with a large number of existing CTC systems which are actually deployed, stably, reliably and orderly promote development and realization of new service functions, and solves the following problems on the basis of maintaining the basic structure of the existing CTC systems to realize the function of turning back the same station for multiple times in the same bus and the function (target function for short) of turning back the same station in the same time period in the same bus with the same name:

1) after the target function is introduced, the central line dispatching platform of the existing CTC system cannot draw lines due to the fact that repeated nodes cannot be distinguished, and cannot distinguish and effectively process interaction information of a station autonomous machine (such as route instruction states of different nodes of the same train number in the same station), tracking (such as report point information of different nodes of the same train number in the same station) and a vehicle service terminal.

2) The business logic objects in the existing autonomous module all take the train number as the unique identification and index, and cannot process business logics such as route instructions, control commands, route forenotice and the like of the same train number.

3) And the central dispatching assisting platform, the station car service terminal and other control terminals use the number of the car as information interactive identification. In the scene of the same train number, the route sequence cannot be distinguished simply according to the train number, the route sequence number and the like.

4) And other abnormal conditions can not be processed correctly and effectively by the CTC system.

The following describes a distributed autonomous dispatch centralized system supporting multiple foldback functions in detail. Details which are not described in detail in the embodiments of the invention belong to the prior art which is known to the person skilled in the art. Those not specifically mentioned in the examples of the present invention were carried out according to the conventional conditions in the art or conditions suggested by the manufacturer.

As shown in fig. 5, the system provided in the embodiment of the present invention expands the protocol and adjusts the flow direction of partial data streams based on the existing system, and improves the optimized service logic; the expanded protocol and data are information carriers, and the upper layer service logic and implementation scheme is an execution unit; overall:

the effective distinction between different plan lines of the same-name train number and among a plurality of operation nodes of the same station of the same-name train number is realized through an expansion protocol; adjusting the partial data stream flow direction comprises: and a locking state of the route command is transmitted to the outside through the autonomous machine.

The improved optimized business logic comprises: on the basis of the expansion protocol and the flow direction of the data stream of the adjustment part, the phase plan after the expansion protocol is sent to corresponding terminal equipment (such as an autonomous machine, a tracking machine and the like) in the system through a phase plan compiling service; processing services through the route instruction and establishing the route instruction according to the stage plan of the extended protocol; generating train number tracking and train number point reporting information of an extended protocol through train number tracking point reporting service and a stage plan of the extended protocol; and the route instruction jumps between set states according to the train number tracking and train number reporting point information of the extended protocol. When the route instruction meets the trigger time and passes the route arrangement checking condition, jumping to a trigger state, processing the service through a control command, and generating route control information of an extended protocol; when the route instruction is converted into a route arrangement success state, generating inter-station block information of an extended protocol through inter-station block service; when the set conditions are met, sending route forecast information of an expansion protocol through the route forecast processing service; for the dual-computer redundancy hot standby equipment in the system, when the set time is reached or the state or the attribute of the host computer is changed, data synchronization is carried out by combining the dual-computer main/standby synchronization service with the main/standby synchronization information of the expansion protocol; the host state includes the state of the route instruction, the control command and the route preview in the host, and the host attribute includes the attribute of the route instruction, the control command and the route preview in the host (the specific content of the attribute will be described in detail later).

In the embodiment of the invention, the master-slave synchronous setting time is controlled by parameters, can be adjusted by a user according to actual conditions or experience, and is weakly associated with the state/attribute change of the host object.

The system provided by the embodiment of the invention makes research breakthroughs in the following aspects:

1) researching the application scene of high-speed railway traffic scheduling, combing: a) the basic business process of the driving organization; b) business interaction relation among all modules in the CTC system; c) and (4) association relation between driving scenes and business operation. Finally, protocols and services related to the target function are determined, and are improved, expanded, upgraded and perfected.

2) On the basis of not changing the basic system structure and the business operation of the CTC system, the effective distinction between different plan lines of the same train number and between a plurality of running nodes of the same station of the same train number is realized by properly expanding a communication protocol.

3) On the basis of not changing the basic system structure and the core service operation of the CTC system, the effective differentiation and processing of service logic between different plan lines of the same train number and between a plurality of running nodes of the same station of the same train number are realized through the compatibility of an expansion protocol and the perfection of the service logic. In addition, the expansion protocol redundant information and the auxiliary information are utilized to effectively distinguish and match the internal logic objects of the CTC system, such as route instructions, control commands, route forenotice and the like; the position of the train is accurately determined, core data verification is carried out through auxiliary data, and higher-level safety card control is achieved.

4) And refining and perfecting a main/standby data synchronization scheme of the dual-computer hot standby module under the target functions of planned line turning back and the like.

In order to more clearly show the technical solutions and the technical effects provided by the present invention, a distributed autonomous dispatch centralized system supporting multiple foldback functions provided by the embodiments of the present invention is described in detail with specific embodiments below.

Firstly, a train running business process is introduced, and a complete train running business process is shown in fig. 6, and mainly relates to a central station dispatching platform planning stage plan, a station autonomous machine execution stage plan, other terminals for assisting train running and the like, specifically:

1. and the central line adjusting station makes and issues stage plans. The planning information of the stage is forwarded by the central application server, passes through the front-end processor, and reaches the target autonomous machine and the tracking server.

2. And the autonomous machine creates a route instruction according to the stage plan and by combining the local static route configuration information. The method relates to the generation of a new instruction in an initial state, and the fusion of a new instruction and an old instruction in a non-initial state.

3. And the autonomous machine sequentially distributes route instructions generated comprehensively according to the creation of the new-stage plan and the updating of the local existing plan to the corresponding port instruction sequences according to the plan time sequence. And the autonomous machine simultaneously broadcasts the instruction information of the station to the associated control terminal through information such as the route table and the like.

4. And the autonomous machine receives field interlocking, train control station field representation information, train number tracking information of the CTC system and the like, and under the drive of external information and the control of internal logic, the autonomous machine selects the autonomous machine to execute the inter-station blocking operation and the command route arranging operation.

5. And the autonomous machine judges that the command reaches the trigger time, and after the safety card control checks pass, the autonomous machine sends a control command to the interlock through the extension set and waits for the interlock execution result.

6. When the route arrangement is successful, the train enters the inter-station interval, and the route forecast sending condition is met, the autonomous machine sends wireless route forecast information to the locomotive through the central application server and the GSM-R interface server, and receives the return receipt of the locomotive through the route.

7. And the autonomous machine continuously receives station yard representation information and train number tracking information and executes the state transition of the train instruction until the instruction is clear and deleted overtime.

8. In the operation process, the control terminal can control the state and the attribute of the specific train route instruction at any time through the control command.

Then, the invention is introduced to three parts of expanding protocol, adjusting part of data flow direction and improving and optimizing service logic.

One, expanding the protocol.

The expansion protocol is to expand the protocol based on the train running business process, and the related information types and the contents of the core field and the auxiliary field thereof are shown in table 1.

Type of information	Core field	Accessory field
			Phase planning	Counting and drawing line ID, dot sequence and vehicle number	Station code, station track and access cross-over line of front and back stations
Train number tracking	Line-counting ID, train number and train position	Dot sequence
			Number of vehicles reporting	Counting and drawing line ID, dot sequence and vehicle number	Inter-station relationship
Blocking between stations	Number and order of vehicles	Relationship between stations and line classification
			Route control	Counting and drawing line ID, dot sequence and vehicle number	Access, port
Advance notice of route	Number of train, station code and port number	Forecast ID, forecast content, access delivery line category
			Master-slave synchronization	Line ID and number of vehicle	Object ID

TABLE 1 protocol extension description

In the embodiment of the invention, the stage planning information is the output of the stage planning business; the train number tracking and point reporting information generated by the train number tracking and point reporting processing service is input into the route instruction processing service generated by the stage plan information; the inter-station block information is the output of the inter-station block service; the route control information is the output of the control command processing service; the route forecast information is the output of the route forecast processing service; the master-slave synchronization information is an information type for ensuring data consistency between the dual-master hot-slave systems (such as the master-slave module of the autonomous machine, the master-slave of the tracking server, the master-slave of the car service terminal, and the like), and the object ID in the auxiliary field is different according to different attribution devices. The definition and division of the core field and the auxiliary field of each information type are the settings made by the CTC system for each driving service to meet the target function. The services involved here will be described in detail in the following section of the improved optimization service logic.

It should be noted that the core field of each information type in table 1 may be extended based on the existing set, and the division range and rule of the auxiliary field are not unique; in addition, there are a number of other fields for each information type in addition to the core and auxiliary fields listed in table 1, and the other fields involved are referenced to conventional techniques and therefore not represented in table 1.

And secondly, adjusting the flow direction of the partial data stream.

The design scheme of the CTC system under the target function relates to the realization logic which takes an autonomous machine as a processing core and a car terminal and a traffic dispatching station as a card control source:

1) the car service terminal only allows the first instruction (including but not limited to the route, station track modification and the like of the instruction, and the triggering, deleting and the like of the instruction) of the same port of the same station without limiting the train number, and does not allow the non-first instruction of the same port to be controlled/modified.

According to the related technical standards, if the route instruction modified manually through the car service terminal, the call assistant station, etc. is not allowed to be deleted by the stage plan, the following problems will be caused: attributes other than arrival time of the plan which is not triggered but has been modified manually cannot be modified by the phase plan, and for the edited instruction, the phase plan can modify the arrival time but does not allow other attributes to be modified, such as a forwarding vehicle port, an approach path and the like. For example: if a train passes a stop multiple times (the plan line and the stop name line have multiple intersections, and one intersection represents a receiving and dispatching plan). When the first hair-joining approach has not been completed, the plan for the third (third intersection) approach is manually modified. Confusion can result if the phase plan is adjusted, the second route plan is deleted, but the third route is retained because it is edited.

2) The autonomous machine only receives the command of the first instruction of each port of the station, only processes the logics of manual control, automatic triggering, inter-station blocking, inter-field interaction, tracking report point and the like of the first instruction; similar to before, only the plans to be executed can be modified, and for the plans following the plans to be executed, no modification is allowed.

As will be understood by those skilled in the art, a phase plan generally refers to a 3-6 hour schedule for all trains made by a dispatcher according to day shift plans and related technical rules.

3) For a non-initial state instruction (the definition of which will be introduced in the following route instruction processing service), interaction and consistency between the autonomous machine and the line dispatching station and a vehicle service terminal are realized through data flow adjustment, and the line dispatching station is prohibited from modifying all node point orders (namely nodes cannot be added or deleted, but node time, attributes and the like can be modified) of stations (not limited to the station) before the last non-initial state node of the non-initial state instruction.

In order to implement the aforementioned jamming (i.e. only allow modification of the incoming route instruction to be executed), the data flow needs to be adjusted, the station autonomous machine notifies the central station to perform tuning, locks the first plan to be executed, and counts all nodes before the plan line is executed or about to be executed. Under the above logic scheme, the scheme of adding new data stream and adjusting data stream is shown in fig. 7. In fig. 7, the dotted line represents the existing data flow, and the solid line represents the new or adjusted extended data flow.

The autonomous machine generates a route instruction under the plan drive of the existing stage and executes the driving card control. When the command state is changed (locking and unlocking), the autonomous machine synchronously sends the command locking state to the dispatching desk, and sends an access sequence containing the command locking state to the car service terminal. When the line dispatching platform and the vehicle service terminal are started for the first time or internal data is missing or inconsistent, the line dispatching platform and the vehicle service terminal can actively apply for information synchronization to the autonomous machine.

Taking FIG. 8 as an example, there are five nodes in the score line for the train G123. When the current preparation triggers the G123 to enter the first route (node 2) of the B station, the autonomous machine sends the planned line locking information of the train number G123 to the dispatching desk, and the position is the node 2. After receiving the locking information, the dispatching station uniformly locks the node 2 and the previous node (node 1) without allowing modification. The nodes after that can keep the editable state and can be still modified or deleted.

And thirdly, improving and optimizing business logic.

In the embodiment of the present invention, the related services include: a stage planning business, a route instruction processing business, a train number tracking reporting business, a control command processing business, a route advance notice processing business and a dual-computer main-standby synchronization business; it should be noted that the train running business process of the existing system also includes the above businesses. However, the present application optimizes and adjusts the related services based on the extended protocol and the adjustment part to divide the flow direction of the data stream so that the system can achieve the target function. The main introduction of each service is as follows:

1. and (5) planning a business by the phases.

The stage plan is compiled and issued by the central line of the CTC system. The phase plan comprises a plan line ID, a point sequence and a train number designed for realizing the target function, and station codes, station tracks and access delivery line identifications before and after the auxiliary field of the target function. The latter is an auxiliary field for implementing the target function, but possibly a core field for other business functions.

The scheduling console assigns a unique planning line ID (assignment rule see below) to each newly created planning line, the planning line ID being a unique identification and index of the planning line structure. In the plan line structure body, node information generated by intersection of the score line and all stations is stored, the node information comprises access information (including station codes of adjacent stations, district lines, access train numbers, access time and the like), in-station information (including operation requirements, traveling requirements and the like in the station) and delivery information (including station codes of adjacent stations, district lines, delivery train numbers, delivery time and the like), and relevant node information takes a point sequence (namely a serial number of a node) as a unique identifier. The triple < planned line ID, dot order, train number > can uniquely determine the train number and the operation information of the station. Fig. 9 shows a schematic diagram of a data storage structure of a single scribe line, where basic information of the scribe line mainly includes: the basic general information of the counting lines such as train attributes (train type, whether the train exceeds the limit, whether the train is over wide and the like), locomotive attributes (locomotive type and the like), transportation requirements (whether section intersection is allowed and the like), node number and the like. The basic information of the node includes, besides the dot order: transportation requirements in the nodes, and the like.

The phase plan is stored in the form of a score line structure and sent to the destination device in the system. Illustratively, the wayside station reaches destination devices, including station robots, tracking, etc., in a generic or proprietary format not limited to XML.

As described in the second section, for the target function, the driving intention represented by the phase plan is ensured to be consistent and uniform with the internal route sequence of the autonomous machine by locking the non-initial state instruction; after locking, the autonomous machine informs the specific locking line and node of the dispatching desk through the triple < planned line ID, point sequence and train number >, and the dispatching desk is operated to prevent manual modification. The dispatching desk receives interactive information such as station report points, plan line node state change and the like according to a triple < plan line ID, point sequence, train number > positioning and marking line and specific node objects thereof, locks the node and a preorder node of the same operation line, forbids a dispatcher to change the point sequence again, but can modify the plan information which comprises the time division of parking operation, the requirement of operation in the station, the requirement of driving in the station and the like and does not change the point sequence. Illustratively, the operation requirements in the station include water feeding, dirt suction, taking off and landing, picking up and picking up, train inspection and the like. The requirements of the train running in the station comprise the requirements of the overrun in the station, the electric internal combustion attribute of the train, the requirement of the continuous route of the train in the station and the like.

In the plan line data storage structure shown in fig. 9, the design line ID is a 4-byte number, the upper 1 byte is a railway station identifier, and 255 maximum scheduling stations are supported. The lower 3 bytes are the single intrabay scribe line ID sequence number, looping from 0 to 16581375. Under normal conditions, the method can support no repeated planning line ID within ten years in a single dispatching desk, and corresponds to no repeated planning line ID within ten years among dispatching desks in a single railway bureau; in the limit, a single dispatching desk (railway bureau) can be ensured not to have repeated planning line ID within one year. The node dot sequence is 2 byte number, that is, a single operation line maximally supports 65535 secondary station operation and passage in a single dispatching desk. By combining the current railway transportation organization setting of China, the marking line ID distribution rule completely meets the existing requirements, and an expansion space is reserved. It should be noted that, the length of the numerical fields such as the planned line ID and the spot order is not unique, the construction algorithm and the construction rule are not unique, and the number of bytes and the specific values referred to herein are examples and are not limited. In practical application, a user can make corresponding adjustment according to practical situations.

2. The routing instructions handle traffic.

The CTC system autonomous machine receives the stage plan compiled by the central line tuning and forwarded by the application server, filters effective time intervals according to the jurisdiction range and respectively constructs the train receiving and dispatching route instructions. The autonomous machine takes a single complete receiving and dispatching route as a checking unit, and orderly and reliably executes internal business logic and safety control operation under the condition of station objects such as station tracks, intervals, turnouts, various signal machines and the like, and the condition change drive and instruction triggering time control of the route represented by the combination of the objects. After various conditions including that the pre-arranging route is completely discharged for more than 6 seconds and the like are met, the autonomous machine sends the route arranging control command to the interlocking equipment of the station through the extension set at proper time and executes the complete route arranging operation at one time. As a core unit of a train dispatching system, the stable operation of an autonomous machine module is important for guaranteeing the stable running of a train and the running safety of a high-speed rail.

According to the related technical standard of the state iron group, for the edited or modified instruction, the old instruction (namely, the route instruction generated according to the previous stage plan) is reserved when the next stage plan is newly generated. Wherein, the edited path instruction of the instruction indicates that the station control terminal manually edits the track, the route, the triggering mode and the like of the route instruction. The modified instruction refers to the state change of the route instruction (such as arranged route, occupied route, etc.), blocked transacted stations, reported transaction points, etc. Instructions in an edited or modified state, collectively referred to as non-initial state instructions; an unedited and unmodified instruction is referred to as an initial state instruction.

The initial state instruction is the instruction which is expressed by the last stage plan and is not confirmed by station personnel and does not enter the actual operation stage of the route. When the autonomous machine receives the new stage plan, the original state instruction can be directly deleted, a new instruction is created according to the new stage plan, and subsequent business logic is executed. The new instruction is created and still in the initial state.

The non-initial state instruction is an instruction which is confirmed by station personnel or enters a route actual operation stage, and when a new stage plan is issued, the new stage plan cannot be directly deleted, and the matching and fusion processing of the new plan and an old instruction is required. The logic of the autonomous machine of the existing CTC system only considers the scene that a single train passes through a single station only once, and the autonomous machine uses the train number as the basis for instruction searching, positioning and fusing. Under the target function requirement, the matching and fusion logic of the non-initial state instruction needs to be reconstructed.

By means of an extended protocol, in the embodiment of the invention, the autonomous machine performs new plan and old instruction matching and fusion operation by using a triple (namely a plan line ID, a point sequence and a train number); as shown in fig. 10, the autonomous machine reception phase plan post-processing flow includes:

1) and after receiving the new phase plan, the autonomous machine executes a route instruction processing service.

2) The new phase plan is the phase plan of the extended protocol, and the triplets < marking line ID, dot sequence and train number > in the new phase plan are used for searching in the old route instruction.

3) And if the related old route instruction cannot be found, creating a new route instruction, and adding the new route instruction into the target port execution sequence.

4) And if the related old route instruction is found and is an initial state instruction, deleting the old route instruction, creating a new route instruction, and adding the new route instruction into the target port execution sequence.

5) If the related old route instruction is found and is a non-initial state instruction, judging whether the triple < plan line ID, point sequence and train number > in the old route instruction is consistent with the triple < plan line ID, point sequence and train number > in the new stage plan; and if the two-stage plan are consistent, performing matching and fusion operation of the new stage plan and the old route instruction. If not, an alarm prompt is generated, and the three conditions are included: a) alarming, namely, keeping an old instruction, abandoning a new plan, and manually confirming the consistency of the state of the old instruction; b) alarming, namely, keeping an old instruction, creating a new instruction according to a new plan, and manually confirming and deleting an invalid instruction when the new instruction and the old instruction exist in the autonomous machine; c) alarming and prompting, deleting the old instruction, abandoning the new plan, giving no route instruction in the autonomous machine, and giving a checked stage plan again after the follow-up needs to be confirmed by a dispatching officer.

In the embodiment of the invention, route instructions which are completely created and are consistent with a phase plan (adjusted by subsequent manual intervention) are respectively added into an attribution port processing queue according to a plan time sequence; the related procedures referred to herein may be implemented with reference to conventional techniques, and are described below in connection with a particular scenario for ease of understanding.

As shown in fig. 11, the scene includes 4 ports of X, XN, S, SN. The phase plan contains planning information for 7 different train numbers, G1, G2, G3, G4, G5, G6, and G8. Through the processing flow shown in fig. 10, 17 forward path instructions (8 pairs of issue instructions and one origination instruction) are created, and 4 port processing queues are attributed according to the scheduled time, as shown in fig. 10. The time of the route command close to the port in fig. 11 is earlier, for example, the X port triggers the G1 car receiving command first, and then sequentially G3, G1 and G5, and the XN port triggers the G2, G4, G8, G6 and G2 car sending commands sequentially.

And after the route instruction is established, the autonomous machine updates the route state to the dispatching desk, and synchronizes the route sequence to control terminals such as the vehicle service terminal and the like. In the subsequent instruction processing logic, the autonomous machine sequentially triggers the route instructions in the ports in sequence, and the processing logic of the route instructions of different ports is mutually independent;

the terminal operator needs to control and modify the instruction attributes (such as route, stock track, trigger mode, etc.), and notifies the autonomous machine through the core information < line-counting ID, dot sequence, train number > triple and the auxiliary information route, port, etc. And the autonomous machine uniquely determines and verifies the target instruction through the auxiliary information according to the core information, and modifies the corresponding attribute according to the intention of the operator.

The terminal operator needs to manually trigger a specific route instruction in advance, and also informs the autonomous machine through core information < planning line ID, point sequence, train number > triple, accessory information route, port and the like. And the autonomous machine uniquely determines and verifies the target instruction through the auxiliary information according to the core information, and triggers the corresponding instruction according to the intention of the operator.

The route instruction is created according to the phase plan and is initially in a "wait" state. Along with the running of the train, the station yard representation information and the train number tracking information change, and the route instruction jumps among states of triggering, successful route arrangement, route occupation, route clearing and the like. And the related skip logic integrates a new scheme and a new card control measure under the target function on the basis of the existing service logic, and the related introduction is dispersed into the rest service introduction.

3. And tracking the number of vehicles and reporting the point service.

In the first introduction of the train operation business process, it can be known that train number tracking information and point reporting information are important train operation information generated by the CTC system.

In the embodiment of the invention, the train number tracking point reporting service is executed by a tracking server in the existing system to generate train number tracking information and train number point reporting information of an expansion protocol; specifically, the method comprises the following steps:

1) the train number tracking report service generates train number tracking information of an expansion protocol and sends the train number tracking information to the associated autonomous machine, the display platform and the train number terminal.

The basis for generating, changing and updating the train number tracking information of the extended protocol is stage plan information and station field representation information of the extended protocol; its use requires the incorporation of yard representative information for indicating the specific location of the train. Therefore, the core field of the train number tracing information includes the marking line ID, the train number and the train position, and the dot sequence information is the attached information. This means that, in the target function, after receiving the train number tracking information, the device such as the autonomous machine needs to associate the train number information with the route instruction for determining the point sequence instead of directly locating the train number tracking information to a specific instruction according to the internal object state such as the route instruction and the control command in combination with the current station display (the display state of the current station object).

The display module receives station field representation information and then displays the station field, wherein the station field display belongs to a function and is realized by jointly supporting display service logic and display data; specifically, after receiving the station yard indicating information, the display module records (display) states (such as occupation, locking, blocking, bad shunting and the like) of each object, and the display module (service logic) displays the states (the occupation is displayed in red, the locking is displayed in white, and the blocking is displayed in purple + lock identification) according to the states of the objects.

2) The train number tracking reporting service generates train number reporting information of an expansion protocol and sends the train number reporting information to the associated dispatching station and the autonomous machine.

As shown in table 1, the triple < planned line ID, dot order, and vehicle number > in the vehicle number report information of the extended protocol is core information. After receiving the report information of a certain turn, the dispatching desk needs to sequentially search the scoring line and the in-line nodes in the data structure shown in fig. 9 by the triplets, and update the report attributes of the corresponding nodes; after receiving the train number report point, the autonomous machine determines a route instruction according to the triple < marking line ID, point sequence and train number >, and the relationship between stations is used as auxiliary information to be matched and checked with the static attribute in the train receiving and dispatching route of the route instruction.

In the embodiment of the present invention, the node reporting attributes include: the type of the report point (arrival point, departure point, passing point), the morning and evening point (morning or evening point, morning and evening time point), manual report point or automatic report point, etc.

4. The control commands process traffic.

The control command is control data generated according to static configuration and an exclusive protocol after the route instruction meets the trigger time and passes a route arrangement checking condition, namely route control information of an extended protocol, and the route control information is sent to the interlocking system. The above conditions and logic are unchanged after the introduction of the target function. Therefore, the control command processing service under the target function remains unchanged, and can be specifically executed by referring to the conventional flow, which is not described in detail herein.

5. And blocking the service between the stations.

In the embodiment of the invention, the inter-station block service is kept consistent with the existing scheme, and the inter-station block information is expanded according to the description of the table 1.

The inter-station block service is that between the autonomous machines of two adjacent stations and between the autonomous machines and the station vehicle service terminals, the request application message is mutually issued to obtain the operations of the adjacent stations for the section occupation and the request, admission, block cancellation and the like of the train receiving and dispatching arrangement. When the train has driven into the train receiving area or the route instruction in the autonomous machine is converted into the successful state of route arrangement, the autonomous machine initiates inter-station block service logic, and the autonomous machine of the station sends inter-station block information of an extended protocol to the autonomous machine of the adjacent station.

6. And (4) carrying out route forecasting and processing service.

The advance notice function is a function of automatically providing the preparation condition of receiving/sending the vehicle to the locomotive driver in advance in a character mode through a dispatching command wireless transmission system, is used as an important function of a CTC system, and has positive significance for guaranteeing the transportation safety.

According to the existing CTC technical conditions and the wireless transmission requirements of the scheduling command, the CTC system sends an access advance notice which simultaneously satisfies the following conditions: 1) the station has arranged access and the signal machine has opened an allowed signal; 2) the target train enters the train receiving interval of the station; 3) the CTC system has received and cached wireless train number information for the target locomotive, including train number, locomotive number, train location, and the like.

According to the constraint conditions, in order to realize the target function, the embodiment of the invention designs an execution logic of an advance notice processing service, the advance notice processing service is completed by a GSM-R interface server and an autonomous machine in the existing system in a cooperative way, the GSM-R interface server realizes the discrimination and the accurate positioning of multiple locomotives under the same train number, and the matching of actual arranged routes, route instructions and running locomotives under the target function is realized by expanding the data interaction range of the GSM-R interface server and the autonomous machine, so that the CTC system has the advance notice function under the target function again, and the main steps are as follows:

1) the GSM-R interface server receives original wireless train number information sent by a wireless end (namely GRIS and a wireless communication system at the rear end of the GRIS) according to an existing mode (comprising a connection mode and a communication protocol of the GSM-R interface server and the GRIS), and recalculates station codes, CTC lines and running directions of a station where a locomotive is located as auxiliary driving information according to kilometers marks, position area IDs, wireless lines and local station field coordinate information in the wireless train number information; the GSM-R interface server takes a binary group of (train number and locomotive number) as a main key, caches wireless train number information, and comprises two parts of original wireless train number information sent by a wireless end and auxiliary driving information recalculated by a CTC system.

Those skilled in the art will appreciate that the kilometer posts, location area IDs, wireless lines, etc., are all protocol fields for the existing CTC system to interact with the wireless communication system. The wireless train number information transmitted by the wireless terminal is information generated by the wireless terminal according to its own rule structure, and is different from the rule of the CTC terminal and cannot be used in common. Thus, CTC recalculation is required. Taking the station code as an example, the station code in the interactive protocol may be 0 or other value, which is different from the station code defined by the CTC end, and the CTC needs to recalculate the effective station code according to the kilometer sign, the location area ID, and the like.

2) The sending time of the route forecast is kept as the actual train entering the receiving section; the autonomous machine generates the route forecast information including forecast ID, forecast content, station code of the station, access port and CTC line, and forwards the information to the GSM-R interface server through the central application server.

3) The GSM-R interface server receives the route advance notice information of the autonomous machine, inquires a positioned wireless train number cache according to the train number, the station code of the station, the access port and the CTC line in the route advance notice information, quickly searches a cached train number and locomotive number queue (which can be realized by a Hash search algorithm, a binary-half search algorithm and the like), acquires a target train number, realizes the matching of the route advance notice information and the wireless train number, and performs protocol conversion on the route advance notice information of the autonomous machine; the GSM-R interface server caches the mapping relation among the train number, the locomotive number and the forecast ID, and forwards the route forecast information after protocol conversion to the locomotive.

4) After confirming the route forecast information, the locomotive sends a forecast receipt containing the forecast ID to a GSM-R interface server through an original path; and the GSM-R interface server confirms the corresponding forecast ID according to the cached triple mapping queue containing the forecast ID, and forwards the forecast receipt containing the forecast ID to the target station autonomous machine.

In the embodiment of the invention, the mapping relationship of the three is stored in the content of a GSM-R interface server (which can be referred to as a G network interface for short) and is used for predicting interactive logic processing. The logic of the above process may be described as: the G network interface receives the route forecast information of the CTC protocol sent by the autonomous machine, caches the mapping relation, converts the route forecast information of the CTC protocol into the route forecast information of the G network protocol, and sends the (converted) route forecast information of the G network protocol to the locomotive. After the locomotive or the driver confirms manually, the forenotice receipt information is sent to the G network interface. And the G network interface confirms that the receipt is the receipt of the forecast sent by the G network interface before (the receipt is not the receipt of the forecast sent by the G network interface, and the G network interface does not process) according to the previous cache information, and forwards the receipt to the corresponding station autonomous machine after the confirmation is finished.

5) And the station autonomous machine processes the received forecast receipt containing the forecast ID, completes the confirmation logic of the wireless route forecast receipt and ends the route forecast service of the corresponding train number in the current route arrangement of the station.

7. And the master-slave synchronous service of the dual computers.

In the embodiment of the invention, the dual-computer active-standby synchronous service is mainly designed for dual-computer redundant hot standby equipment in the system.

Under the requirement of a target function, main and standby synchronous information protocol expansion and related service logic reconstruction are required. The idea of expansion of the main and standby synchronization protocol is to enable the standby machine to accurately monitor, identify and distinguish internal objects which cannot be processed by the existing system under the turn-back function of the train number, so that the standby machine synchronizes the internal objects, data and service states of the main machine in real time and keeps the main and standby services consistent. For example, the introduction of the protocol extension part expands the master-slave synchronous information, thereby ensuring the information type of data consistency between the dual-computer redundant hot-standby equipment.

In the embodiment of the invention, the dual-computer redundant hot standby equipment mainly considers a central operation diagram server in the central equipment, and an autonomous computer, a tracking server and a vehicle service terminal in the station equipment. The central operation diagram server standby machine keeps strict consistency and pseudo/quasi-synchronization with the operation diagram server host machine in the aspects of driving plan, various associated information and the like. The autonomous machine standby machine keeps strict consistency and pseudo/quasi-synchronization with the autonomous machine host in the aspects of key data such as train route sequence, control command, station control mode, key logic state, shunting operation list and the like; the train route sequence and the control command are closely related to the target function, and other data are unrelated to the target function. The tracking server backup machine is kept strictly consistent and pseudo/quasi-synchronous with the tracking server host machine in terms of vehicle number information and the like. The vehicle service terminal standby machine is strictly consistent and pseudo/quasi-synchronous with the vehicle service terminal host machine in the aspects of access sequence, driving log and the like.

The operation logic, the implementation function and the external interaction mode of each device are different, the service data and the synchronous data are different, the synchronous schemes under the corresponding target functions need to be designed respectively, and the main description is as follows:

1) for the operation diagram server, the phase plan synchronization takes the triple < plan line ID, point sequence and train number > as index and identification; the standby machine takes the complete triple or part as a main key and synchronizes the attributes of the corresponding plan lines; matching and positioning are carried out by singly depending on the design line ID if the design line attribute is adopted; node attributes need to rely on complete triples for matching and positioning.

The plan line attribute, that is, information in the plan line data storage structure shown in fig. 9, that is, the overall information of the plan line, includes: the node information comprises access information, in-station information, delivery information and the like.

2) For the autonomous machine, the synchronization of three types of data, namely route instructions, route forenotice and control commands, and in different synchronous services, a main key is different from an external key; wherein: the route instruction sequence takes < planning line ID, point sequence and train number > as index and identification synchronously, namely route instruction data is taken as a main key, different route instructions are provided with different instruction IDs, the instruction IDs are taken as external keys, the instruction attributes are specific data contents, and the standby machine reconstructs a local route instruction sequence according to the main key; the control command data and the advance notice data are attached to the advance instruction, and the synchronization of the related data takes the instruction ID and the train number as the index and the identification, namely, the related data is used as a main key in the synchronization of the control command and the advance notice data.

In the embodiment of the invention, the triple < planning line ID, point sequence, train number > and the instruction ID are in a one-way single association relationship, namely the determined instruction ID is necessarily and uniquely corresponding to a single triple. A certain triple, within a single phase planning cycle, must uniquely correspond to a single instruction ID. However, after the new lower stage planning, the route instruction may be deleted and rebuilt, and the triple < planning line ID, point sequence, train number > may correspond to the new instruction ID.

3) For the tracking server, the train number tracking information synchronization uses < planned line ID, train number and station code > as index and identification to carry out primary and standby synchronization, and does not include point sequence. The tracking server does not guarantee that the phase plan can be received certainly, and the equipment operation logic and the railway transportation organization limit of the tracking server guarantee that the trains with the same marking line ID do not run to the same station with the same station code at the same time, namely the station code information can replace the station code as a synchronous main key; however, when the tracking server sends the train number information to the outside, the tracking server needs to establish association with the point sequence.

4) For the car affair terminal, the route sequence and the driving log are synchronized by taking < planned line ID, point sequence and train number > as index and identification, and the station code is taken as auxiliary index.

In the synchronization mode, the master and standby synchronization modes of the devices such as the autonomous machine and the like include overcomplete data delay synchronization, instant synchronization of changed data, instant pseudo-synchronization at fault time, third-party storage medium synchronization and the like. The mode is selected according to the field requirement. The conventional CTC system adopts a data synchronization mode combining ultra-complete data delay synchronization and variable data instant synchronization.

The above main scheme provided by the embodiment of the invention is based on the scheme, and the system display interface is adjusted in a matching way. Compiling a plurality of same-name train number plans on a central line dispatching platform, sending a stage plan to a station autonomous machine, creating corresponding instructions by the autonomous machine, and executing the corresponding instructions in sequence, wherein a line dispatching platform compiling same-name train number plan interface is provided in fig. 12, and a turn-back train number instruction interface is created by the autonomous machine in fig. 13; fig. 12 to 13 only show a part of the interface, and the displayed text is only an example and is not limiting.

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

1. A distributed autonomous dispatching centralized system supporting multiple foldback functions is characterized in that on the basis of the existing system, a protocol and the flow direction of part data streams of an adjusting part are expanded, and the optimized service logic is improved; wherein:

2. The distributed autonomous dispatching and centralizing system supporting multiple foldback functions according to claim 1, wherein the extended protocol is extended based on a train operation flow, and the information type contained in the extended protocol and the contents of the core field and the auxiliary field of each type of protocol of the extended protocol include:

phase planning, the core field includes: calculating a line ID, a dot sequence and a train number; the auxiliary fields include: station codes, station tracks and access exchange lines of the front station and the rear station are respectively;

train number tracking information, the core fields include: calculating a line ID, a train number and a train position; the auxiliary fields include: performing dot sequence;

the number of vehicles reporting point information, the core field includes: calculating a line ID, a dot sequence and a train number; the auxiliary fields include: the relationship between stations;

the core field comprises: number and order of vehicles; the auxiliary fields include: the relationship between stations and the line classification;

the core field of the routing control information comprises: calculating a line ID, a dot sequence and a train number; the auxiliary fields include: an ingress and a port;

the core field of the advance notice information comprises: number of train, station code and port number; the auxiliary fields include: the forecast ID, the forecast content and the access delivery line are different;

master and backup synchronization information, the core field includes: calculating a line ID and a train number; the auxiliary fields include: the object ID.

3. The system of claim 1, wherein the phase planning service is performed by a dispatching desk in an existing system; the row tuning table distributes a unique planning line ID for each newly-built planning line, wherein the planning line ID is a unique identifier and index of the planning line structure body; node information generated by intersection of the score line and all stations is stored in the plan line structure body, the node information comprises access information, in-station information and delivery information, and relevant node information takes a point sequence as a unique identifier; the triple < planned line ID, point sequence and train number > can uniquely determine the running information of the train in the determined station;

the phase plan is stored in the form of a score line structure and sent to the destination device in the system.

4. The distributed autonomous dispatching and centralized system supporting multiple foldback functions of claim 3, wherein the autonomous machine sends the locked state of the route command to the destination dispatching desk and the vehicle service terminal in the system, and keeps the information of the autonomous machine consistent with that of the destination dispatching desk and the vehicle service terminal;

the autonomous machine informs the specific marking line and the specific node of locking of the row adjusting station through the triple < planning line ID, point sequence and vehicle number >, and the row adjusting station locks the related nodes and the preorder nodes of the same operation line according to the triple < planning line ID, point sequence and vehicle number > positioning marking line and the specific node thereof, forbids a row adjuster to change the point sequence again, but can modify the planning information without changing the point sequence.

5. A decentralized autonomous dispatch centralized system supporting multiple foldback functions according to claim 1, 2 or 3, wherein the routing instruction processing traffic is executed by an autonomous machine in an existing system;

after receiving the new stage plan, the autonomous machine executes a route instruction processing service;

the new stage plan is a stage plan of an extended protocol, and the triplets < marking line ID, point sequence and train number > in the new stage plan are searched in the old route instruction;

if the related old route instruction cannot be found, a new route instruction is created;

if the related old route instruction is found and is an initial state instruction, deleting the old route instruction and creating a new route instruction;

if the related old route instruction is found and is a non-initial state instruction, judging whether the triple < plan line ID, point sequence and train number > in the old route instruction is consistent with the triple < plan line ID, point sequence and train number > in the new stage plan; if the two-stage plan are consistent, matching and fusing the new stage plan and the old route instruction; if not, generating an alarm prompt;

the non-initial state instruction belongs to the state that the access instruction is edited or modified, and the non-initial state instruction belongs to the state that the access instruction belongs to the initial state instruction.

6. The distributed autonomous dispatching and centralized system supporting multiple foldback functions of claim 5, wherein after the route command is created, the autonomous machine updates the route state to the dispatching desk and synchronizes the route sequence to the relevant control terminal; in the subsequent processing logic of the route instruction, the autonomous machine sequentially triggers the route instruction in the ports in sequence, and the processing logic of the route instruction belonging to different ports is mutually independent;

after the route instruction is created, the train is initially in a waiting state, and the route instruction jumps among the states of triggering, successfully arranging the route, occupying the route and leaving the route according to the change of train running, station yard representation information and train number tracking information.

7. A distributed autonomous dispatch system supporting multiple foldback functions as claimed in claim 1, 2 or 3 wherein the train number tracing point service is executed by a tracing server in an existing system;

the train number tracking report service generates train number tracking information of an expansion protocol, and sends the train number tracking information to the associated autonomous machine, the display platform and the train service terminal, generates train number report information of the expansion protocol, and sends the train number report information to the associated line dispatching platform and the autonomous machine;

the basis for generating, changing and updating the train number tracking information of the extended protocol is stage plan information and station field representation information of the extended protocol; the core fields of the train number tracking information of the extended protocol comprise: calculating a line ID, a train number and a train position, wherein the point sequence information is auxiliary information; after the autonomous machine, the display platform and the vehicle service terminal receive the train number tracking information of the expansion protocol, the autonomous machine, the display platform and the vehicle service terminal automatically associate the relevant train number information with the route instruction of the determined point sequence according to the route instruction and the control command and by combining with the current station yard display;

the core field of the train number report point information of the extended protocol comprises: calculating a line ID, a dot sequence and a train number; after receiving the report information of a certain train number, the dispatching desk needs to search the marking line and the in-line node by the triple (marking line ID, point sequence and train number), and update the report attribute of the corresponding node; after receiving the report information of a certain train number, the autonomous machine determines a route instruction according to the triple < marking line ID, point sequence and train number >, and the inter-station relationship is used as auxiliary information to be matched and checked with the static attribute in the receiving and dispatching route of the route instruction.

8. A distributed autonomous dispatch system supporting multiple foldback functions as claimed in claim 1, 2 or 3, wherein the said advance notice processing service is completed by the GSM-R interface server in the existing system in cooperation with the autonomous machine, and the steps include:

the GSM-R interface server receives original wireless train number information sent by a wireless terminal according to an existing mode, and recalculates station codes, CTC lines and the running direction of a locomotive at a station according to kilometer posts, position area IDs, wireless lines and local station field coordinate information in the wireless train number information to serve as auxiliary driving information; the GSM-R interface server takes a binary group of (train number and locomotive number) as a main key to cache wireless train number information, wherein the wireless train number information comprises two parts of original wireless train number information sent by a wireless terminal and auxiliary driving information recalculated by a CTC system;

the sending time of the route forecast is kept as the actual train entering the receiving section; the autonomous machine generates route forecast information including forecast ID, forecast content, station code of the station, access port and CTC line, and forwards the information to the GSM-R interface server through the central application server;

the GSM-R interface server receives the route advance notice information of the autonomous machine, inquires the positioned wireless train number cache according to the train number, the station code of the station, the access port and the CTC line in the route advance notice information, searches the cached train number and locomotive number queue, acquires the locomotive number of the target train number, realizes the matching of the route advance notice information and the wireless train number, and performs protocol conversion on the route advance notice information of the autonomous machine; the GSM-R interface server caches the mapping relation among the train number, the locomotive number and the forecast ID, and forwards the route forecast information after protocol conversion to the locomotive;

after confirming the route forecast information, the locomotive sends a forecast receipt containing the forecast ID to a GSM-R interface server through an original path; the GSM-R interface server confirms the corresponding forecast ID according to the cached triple mapping queue containing the forecast ID, and forwards the forecast receipt containing the forecast ID to the target station autonomous machine;

and the station autonomous machine processes the received forecast receipt containing the forecast ID, completes the confirmation logic of the wireless route forecast receipt and ends the route forecast service of the corresponding train number in the current route arrangement of the station.

9. The distributed autonomous dispatching and concentrating system supporting multiple foldback functions according to claim 1, 2 or 3, wherein the data synchronization by the dual-machine main/standby synchronization service in combination with the main/standby synchronization information of the extension protocol comprises:

for the operation diagram server, the phase plan synchronization takes the triple < plan line ID, point sequence and train number > as index and identification; the standby machine takes the complete triple or part as a main key and synchronizes the attributes of the corresponding plan lines;

for the autonomous machine, the route instruction sequence takes < planned line ID, dot sequence and train number > as index and identification synchronously, namely route instruction data is taken as a main key, different route instructions are provided with different instruction IDs, the instruction IDs are taken as external keys, the instruction attributes are specific data contents, and the standby machine reconstructs a local route instruction sequence according to the main key; the control command data and the route forecast data are attached to the route instruction, and the synchronization of the related data takes the instruction ID and the train number as indexes and identifiers, namely, the control command data and the route forecast data are used as main keys in the synchronization;

for the tracking server, the train number tracking information is synchronized to carry out primary and standby synchronization by taking < planned line ID, train number and station code > as indexes and identifiers;

for the car affair terminal, the route sequence and the driving log are synchronized by taking < planned line ID, point sequence and train number > as index and identification, and the station code is taken as auxiliary index.

10. The distributed autonomous dispatch system supporting multiple foldback functions of claim 1 or 2, wherein the host status comprises status of route instructions, control commands and route forecasts in the host, and the host attributes comprise attributes of route instructions, control commands and route forecasts in the host.