Method and device for operating a rail vehicle, and storage medium

Abstract

This application provides a method, device, and storage medium for controlling the operation of rail vehicles, including: acquiring basic parameters of the rail vehicles, information on delayed rail vehicles, and information on normally operating rail vehicles; acquiring the interval category between rail vehicles based on the information on delayed and normally operating rail vehicles; and controlling the operating status of all rail vehicles according to the interval category to conform to the planned operation schedule. This technical solution, addressing the situation where trains are delayed and the operation order of the line system is disrupted, sets different interval categories to make effective emergency dispatching and operational adjustments in real time, establishes a collaborative mechanism between individual trains within the system, and then achieves automatic restoration of train operation order by constructing self-organizing rules for train operation adjustments.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of rail vehicles, and in particular to a running control method and device for rail vehicles and a storage medium. BACKGROUND

[0002] Currently, in the operation scheduling and command system of rail vehicles, when a train running delay occurs, the main mode of manual intervention adjustment is adopted. Due to the limitation of the experience of dispatchers and the interference of uncertain factors such as the increasingly complex network operation environment, there is great uncertainty in the effect of the train operation adjustment scheme. SUMMARY

[0003] The present application provides a running control method and device for rail vehicles and a storage medium to solve the problem of uncertainty in the effect of train control mode due to the limitation of the experience of dispatchers and the increasingly complex network operation environment in the prior art.

[0004] The first aspect of the present application provides a running control method for rail vehicles, comprising:

[0005] obtaining basic parameters of rail vehicles, information of a delayed rail vehicle and information of a normally running rail vehicle, wherein the basic parameters include a planned running graph and interval categories between rail vehicles, and the interval categories include cooperative intervals, attractive intervals and repulsive intervals;

[0006] obtaining interval categories between rail vehicles according to the information of the delayed rail vehicle and the information of the normally running rail vehicle;

[0007] controlling the running states of all rail vehicles to comply with the planned running graph according to the interval categories between rail vehicles.

[0008] The second aspect of the present application provides a running control device for rail vehicles, comprising a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the method according to the first aspect of the present application when executing the computer program.

[0009] The third aspect of the present application provides a computer-readable storage medium, which stores a computer program, wherein the computer program is executable by a processor to implement the steps of the method according to the first aspect of the present application.

[0010] The application provides a running control method of a rail vehicle, comprising: acquiring basic parameters of the rail vehicle, information of a late rail vehicle and information of a normally running rail vehicle, acquiring interval categories between the rail vehicles according to the information of the late rail vehicle and the information of the normally running rail vehicle; and controlling running states of all the rail vehicles to conform to the planned running diagram according to the interval categories between the rail vehicles. The technical scheme of the application, aiming at the state of the train being late and the running order of the line system being disturbed, sets different interval categories, makes effective scheduling emergency disposal and operation adjustment for the late vehicle and other vehicles in real time, establishes the collaborative mechanism between the individual trains in the system, and then realizes the automatic recovery of the running order of the train by constructing the self-organizing rules of the train running adjustment. BRIEF DESCRIPTION OF DRAWINGS

[0011] In order to more clearly illustrate the technical scheme of the embodiments of the application, the following will briefly introduce the drawings needed to be used in the description of the embodiments of the application. Obviously, the drawings in the following description are only some embodiments of the application, and other drawings can be obtained by those skilled in the art without creative labor under the premise of the drawings.

[0012] Figure 1 is a flow chart of a running control method of a rail vehicle in an embodiment of the application;

[0013] Figure 2 is a schematic diagram of region division of a sardine school movement distance model in an embodiment of the application;

[0014] Figure 3 is a schematic diagram of interval between rail vehicles in a running control method of a rail vehicle in an embodiment of the application;

[0015] Figure 4 is a specific flow chart of step S30 in a running control method of a rail vehicle in an embodiment of the application;

[0016] Figure 5 is a specific flow chart of step S31 in a running control method of a rail vehicle in an embodiment of the application;

[0017] Figure 6 is a schematic diagram of a running process of a rail vehicle in an embodiment of the application. DETAILED DESCRIPTION

[0018] With reference to the drawings of the embodiments of the present application, the technical solutions in the embodiments of the present application will be described clearly and completely. Obviously, the described embodiments are only some of the embodiments of the present application, but not all of the embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of the present application.

[0019] The embodiment of the present application provides a running control method of a rail vehicle, which can be applied to the situation that a fault vehicle causes a delay in the rail vehicle running on a line, and controls the running state of all rail vehicles to meet the planned running diagram based on the running interval between the delayed rail vehicle and the adjacent rail vehicle on the line.

[0020] In the embodiment, as shown in Figure 1 A running control method of a rail vehicle is provided, comprising:

[0021] Step S10. Obtain the basic parameters of the rail vehicle, the information of the delayed rail vehicle and the information of the normally running rail vehicle, the basic parameters including a planned running diagram and interval categories between rail vehicles, the interval categories including cooperative intervals, attractive intervals and repulsive intervals.

[0022] The planned running diagram of the rail vehicle includes the running plan of each rail vehicle, the running speed level and the stop station time, etc.

[0023] The interval between rail vehicles refers to the time for the current rail vehicle to run to the same position of the previous adjacent rail vehicle according to the current speed mode and stop station time, the interval categories include cooperative intervals, attractive intervals and repulsive intervals, the cooperative interval is within the redundant time range of the planned running diagram, the repulsive interval is less than the minimum value of the redundant time range of the planned running diagram, and the attractive interval is greater than the maximum value of the redundant time range of the planned running diagram.

[0024] The above cooperative interval, attractive interval and repulsive interval can be understood from the sardine school model. Research shows that although the entire sardine school has high correlation, each individual is usually affected by only the nearest other individual, and the school keeps the action unified through the attraction and repulsion between adjacent fish. Based on the feeling of fish to the relative distance, the movement distance between two fish has three levels, i.e. Figure 2The three regions shown: repulsion region Q1, synergy region Q2 and attraction region Q3, in the repulsion region Q1, other individuals have repulsion to this individual, i.e. this individual wants to be away from other individuals in the repulsion region; in the synergy region Q2, other individuals always keep the trend of coordinated movement or consistent movement with this individual; in the attraction region Q3, other individuals have attraction to this individual, i.e. this individual wants to approach them. When exceeding the attraction region, other individuals do not have influence on this individual.

[0025] Referring to the feeling of the individual in the sardine group to the surrounding movement distance, the running interval between the adjacent two trains is described as Figure 3 As shown, the rail vehicles g1, g2 and g3 run on the line, the position relationship between the trains is one-dimensional running interval, under normal circumstances, according to the planned running diagram, the rail vehicle g1 and the rail vehicle g2 have a fixed interval t4, the rail vehicle g1 and the rail vehicle g3 have a fixed interval t4, the running interval includes the synergy interval t1, the attraction interval t2 and the repulsion interval t3, when the rail vehicle g1 and the rail vehicle g2, g3 are in the synergy interval t1, they are in the acceptable range within the redundant time range of the planned running diagram timetable, the intelligent scheduling system coordinates the rail vehicle running according to the planned running diagram mode. When the rail vehicle g1 and the rail vehicle g2, g3 are in the repulsion interval t3, the running interval between the rail vehicle g1 and the adjacent rail vehicles is shortened to within the redundant time allowed range due to reasons, the rail vehicle g1 has repulsion to the rail vehicle g2, g3, and the rail vehicle g2, g3 want to enlarge the running interval with the rail vehicle g1. When the rail vehicle g1 and the rail vehicle g2, g3 are in the attraction interval t2, the running interval between the rail vehicle g1 and the adjacent rail vehicles is extended beyond the redundant time allowed range due to reasons, the rail vehicle g1 has attraction to the rail vehicle g2, g3, and the rail vehicle g2, g3 want to shorten the running interval. In addition, when the running interval between the rail vehicle g1 and the adjacent rail vehicles exceeds the attraction range, i.e. the passenger transport demand cannot be met by the online rail vehicles through mutual coordination, the system can automatically add the rail vehicles to make the rail vehicle interval within the effective range.

[0026] Therefore, the technical effect of the embodiment is that by establishing the self-organizing mode of rail vehicle running adjustment, after the occurrence of the emergency event, the rail vehicle adjusts the running interval with the adjacent rail vehicles according to the perception of the running interval between the adjacent rail vehicles, ensures the running order and restores the diagram order as soon as possible.

[0027] Step S20. According to the late rail vehicle information and the normal running rail vehicle information, the interval category between the rail vehicles is obtained.

[0028] The step S20 comprises: obtaining the category of the first interval between the delayed rail vehicle and the previous adjacent rail vehicle, and the category of the first interval between the rail vehicles before the delayed rail vehicle, and obtaining the category of the second interval between the delayed rail vehicle and the next adjacent rail vehicle, and the category of the second interval between the rail vehicles after the delayed rail vehicle according to the delayed rail vehicle information and the normal rail vehicle information.

[0029] The previous adjacent rail vehicle refers to the rail vehicle adjacent to the delayed rail vehicle and running in front of the delayed rail vehicle, the next adjacent rail vehicle refers to the rail vehicle adjacent to the delayed rail vehicle and running behind the delayed rail vehicle, the delayed rail vehicle information comprises the running state of the delayed rail vehicle, the running speed level of the delayed rail vehicle, the stop time and the current position of the delayed rail vehicle, and the normal rail vehicle information comprises the running speed level of the normal rail vehicle, the stop time and the current position of the normal rail vehicle. The running state of the delayed rail vehicle comprises the fault stop state and the fault removal running state, the running speed level of the delayed rail vehicle, the stop time and the current position of the delayed rail vehicle can be used to obtain the displacement-time curve of the delayed rail vehicle, the running speed level of the normal rail vehicle, the stop time and the current position of the normal rail vehicle can be used to obtain the displacement-time curve of the normal rail vehicle, the displacement-time curves of different rail vehicles can be used to obtain the first interval between the delayed rail vehicle and the previous adjacent rail vehicle, and the first interval between the rail vehicles before the delayed rail vehicle, and obtain the second interval between the delayed rail vehicle and the next adjacent rail vehicle, and the second interval between the rail vehicles after the delayed rail vehicle, and the first interval and the second interval are compared with the cooperative interval, the repulsion interval and the attraction interval, so as to obtain the category of the first interval and the category of the second interval respectively.

[0030] The step S30 comprises: controlling the running state of all rail vehicles to meet the planned operation diagram according to the interval category between the rail vehicles.

[0031] As an implementation mode, when the interval of the rail vehicle before the delayed rail vehicle is the first interval and the interval of the rail vehicle after the delayed rail vehicle is the second interval according to the step S20, the step S30 comprises: Figure 4 as shown in the figure.

[0032] The step S31 comprises: controlling the running state of all rail vehicles according to the category of the first interval and the category of the second interval, so that the category of the first interval and the category of the second interval are both cooperative intervals.

[0033] The step S32 comprises: adjusting the running speed level and / or the stop time of all rail vehicles to make all rail vehicles meet the planned operation diagram.

[0034] The step S32 comprises: adjusting the running speed level and / or the stop time of all rail vehicles to make all rail vehicles meet the planned operation diagram.Figure 5 As shown, step S31 comprises:

[0035] Step S301. When the late rail vehicle is in the fault stop state and the category of the second interval is the repulsion interval, the running speed level and / or the stop station time of the rail vehicle behind the late rail vehicle is controlled to reduce the interval between the rail vehicles behind the late rail vehicle, while the rail vehicle before the late rail vehicle is controlled to run according to the planned timetable.

[0036] In step S301, the control of the running speed level and / or the stop station time of the rail vehicle behind the late rail vehicle comprises:

[0037] The running speed level of the rail vehicle behind the late rail vehicle is controlled to be reduced and / or the stop station time of the rail vehicle behind the late rail vehicle is controlled to be increased, starting from the rear adjacent rail vehicle.

[0038] In step S301, when the late rail vehicle is in the fault stop state, the forced stop of the late rail vehicle compresses the running interval with the rear adjacent rail vehicle, so that the running interval between the rear adjacent rail vehicle and the late rail vehicle deviates to form a repulsion interval, and the front interval between the rear adjacent rail vehicle and the late rail vehicle is smaller than the rear interval between the rear adjacent rail vehicle and the rear rail vehicle. For the rear adjacent rail vehicle, the front repulsion force received in the repulsion interval is greater than the rear repulsion force received in the rear interval, and the rear adjacent rail vehicle reduces the running speed level and / or increases the stop station time. Due to the group effect between the rail vehicles, the repulsion force between the rail vehicles behind the late rail vehicle is transmitted backward, so that the rear rail vehicles are sequentially affected by the backward repulsion force and then reduce the running speed level and / or increase the stop station time, thereby sequentially reducing the interval between the rail vehicles behind the late rail vehicle, thereby ensuring the safety of train operation and the order of train service. In addition, in the absence of other interference, the rail vehicle before the late rail vehicle is controlled to run according to the planned timetable.

[0039] Step S302. When the late rail vehicle is in the fault removal running state and the category of the first interval is the attraction interval, the running speed level and / or the stop station time of the late rail vehicle and the rail vehicle behind the late rail vehicle is controlled to reduce the interval between the late rail vehicle and the front adjacent rail vehicle, while the running speed level and / or the stop station time of the rail vehicle before the late rail vehicle is controlled to increase the interval between the rail vehicles before the late rail vehicle.

[0040] In step S302, the control of the running speed level and / or the stop station time of the late rail vehicle and the rail vehicle behind the late rail vehicle comprises:

[0041] Starting with the delayed railcar, the operating speed of the delayed railcar and subsequent railcars will be increased and / or the dwell time will be reduced in sequence, so that the interval between the delayed railcar and subsequent railcars is a coordinated interval.

[0042] In this step, by reducing the interval between the delayed train and its adjacent train, and by reducing the interval between trains following the delayed train, both the interval between the delayed train and its adjacent train, and the interval between trains following the delayed train, are considered mutually exclusive. By controlling the delayed train to increase its operating speed and / or reduce its dwell time, the interval between the delayed train and its adjacent train is increased. By controlling the reduction of dwell time, a coordinated interval between the delayed train and its adjacent train can be achieved. Similarly, by controlling the trains following the delayed train to increase their operating speed and / or reduce their dwell time, the interval between trains following the delayed train is increased. By controlling the reduction of dwell time, a coordinated interval can be achieved between trains following the delayed train.

[0043] Among them, step S302, which controls the operating speed level and station dwell time of the rail vehicles preceding the delayed rail vehicles, includes:

[0044] Starting with the adjacent railcar, the trains preceding the delayed traincar will be controlled to reduce their operating speed and / or increase their dwell time.

[0045] Specifically, when a delayed train is forced to stop due to a malfunction, increasing the interval between it and the preceding adjacent train, a deviation occurs between the preceding and delayed trains, creating an attraction interval. Furthermore, the rear interval between the delayed train and the preceding adjacent train is greater than the front interval between the preceding adjacent train and the two preceding trains. Therefore, the preceding adjacent train experiences a greater rearward attraction within the attraction interval than it does in the frontward interval, automatically extending its dwell time. Due to the group effect between trains, the attraction between preceding trains is transmitted forward, causing multiple preceding trains to be automatically stopped by the rearward attraction, thus distributing the delay and ensuring a more uniform train service interval at the preceding station.

[0046] Furthermore, it controls the operating speed level and dwell time of rail vehicles prior to delayed rail vehicles, and also includes:

[0047] When the interval between a delayed railcar and the preceding adjacent railcar is a coordinated interval, starting from the preceding railcar, the railcars before the delayed railcar are sequentially controlled to increase their operating speed and / or reduce their dwell time, so that the interval between the delayed railcar and the railcars before it is a coordinated interval.

[0048] The technical effect of this implementation method is that, through the "sardine swarm" model and algorithm, the effectiveness and applicability of the self-organizing mechanism and rule model for train operation adjustment based on group collaboration are improved. During the implementation of the self-organizing adjustment of train operation in the system, an automatic adjustment strategy of extending the train stopping time is adopted to ensure the safety of passenger services on the train.

[0049] Specifically, step S31, adjusting the speed levels and / or dwell times of all rail vehicles to ensure all vehicles conform to the planned operating schedule, includes:

[0050] Control all rail vehicles to increase their operating speed and / or reduce their station dwell time until all vehicles are in compliance with the planned operating schedule.

[0051] Due to the presence of delayed rail vehicles, the stopping time of all rail vehicles will be later than the time set in the planned operation schedule. By adjusting the operating speed level of all rail vehicles and / or reducing the stopping time, all rail vehicles can gradually conform to the planned operation schedule.

[0052] This application provides a method for controlling the operation of rail vehicles, including: acquiring basic parameters of the rail vehicles, information on delayed rail vehicles, and information on normally operating rail vehicles; obtaining the interval category between rail vehicles based on the information on delayed and normally operating rail vehicles; and controlling the operating status of all rail vehicles according to the interval category to conform to the planned operation schedule. This application's technical solution addresses the situation where trains are delayed and the operation order of the line system is disrupted. The "sardine swarm" algorithm of the intelligent dispatching system, by setting different interval categories, makes effective emergency dispatching and operational adjustments in real time for delay situations, establishes a collaborative mechanism among individual trains within the system, and then achieves automatic restoration of train operation order by constructing self-organizing rules for train operation adjustments.

[0053] The embodiments of this application are illustrated below using a rail vehicle in operation as an example:

[0054] like Figure 6As shown, nine rail vehicles are currently operating on the track: g1, g2, g3, g4, g5, g6, g7, g8, and g9. In state 1, the interval between each rail vehicle is D1, which is a cooperative interval. When rail vehicle g6 malfunctions, state 2 begins. The interval between the next adjacent rail vehicle g5 and rail vehicle g6 gradually decreases to interval D3, which is a repulsive interval. At this time, the interval D3 between rail vehicle g5 and rail vehicle g6 is smaller than the interval D2 between rail vehicle g5 and rail vehicle g4. This can be considered as rail vehicle g5 experiencing a greater forward repulsive force within interval D3 than it experiences a greater backward repulsive force within interval D2. This controls rail vehicle g5 to reduce its operating speed and / or increase its dwell time. Similarly, due to the group effect among the rail vehicles, the situation encountered by rail vehicle g5 occurs sequentially on rail vehicles g4 to g1. The repulsive force between the following rail vehicles is transmitted backward, causing the following rail vehicles to be subjected to the backward repulsive force, thereby reducing their operating speed and / or increasing their dwell time. This sequentially reduces the interval between rail vehicles after the delayed rail vehicle, and enters state 3. In state 3, rail vehicle g6 can operate after the fault is cleared. At this time, rail vehicles g6 to g1 are controlled to catch up with the preceding vehicle. Since there is a repulsive interval between rail vehicles g6 and g5, and between rail vehicles g5 and g1, rail vehicles g7 to g9 are first controlled to operate according to the planned schedule in state 2. In state 3, rail vehicle g6 is controlled to increase its operating speed and / or reduce its dwell time, increasing the interval D6 between the delayed rail vehicle and rail vehicle g5. By controlling the reduction of dwell time, the interval D6 between rail vehicles g6 and g5 can be made into a cooperative interval, sequentially increasing the interval between rail vehicles after rail vehicle g6. The interval D5 between the track vehicles makes the interval between track vehicle g6 and the track vehicles following it a coordinated interval. At the same time, during the process of track vehicles g1 to g6 chasing forward, the running interval D7 between track vehicle g6 and track vehicle g7 is increased due to the forced stop of track vehicle g6 due to a fault. This causes the running interval D7 between track vehicle g7 and track vehicle g6 to enter the attraction interval. The rear interval D7 between track vehicle g6 and track vehicle g7 is greater than the interval D8 between track vehicle g7 and track vehicle g8. The rear attraction force experienced by track vehicle g7 within the attraction interval D7 is greater than the forward attraction force experienced within the forward interval D8. Track vehicle g7 automatically reduces its speed level and extends its dwell time.Due to the group effect of rail vehicles, the gravitational pull between rail vehicles g7 is transmitted forward, causing rail vehicles g8 and g9 to be successively subjected to backward gravitational pull, automatically reducing their speed and extending their dwell time. This distributes the delays. When rail vehicle g6 accelerates to catch up with rail vehicle g7, and the interval between them is a repulsive interval, starting from rail vehicle g7, the rail vehicles before the delayed rail vehicle are sequentially controlled to increase their operating speed and / or reduce their dwell time, so that the interval between the delayed rail vehicle and the rail vehicles before it is a cooperative interval. When the intervals between all rail vehicles are cooperative intervals, the operating speed and / or dwell time of all rail vehicles are adjusted to ensure that all vehicles conform to the planned operation schedule.

[0055] In one embodiment, a rail vehicle operation control device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the operation control method described in the above embodiment.

[0056] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the operation control method described in the above embodiment.

[0057] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and RAMbus dynamic RAM (RDRAM), etc.

[0058] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0059] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A method for controlling the operation of a rail vehicle, characterized in that, include: The system acquires basic parameters of rail vehicles, information on delayed rail vehicles, and information on rail vehicles operating normally. The basic parameters include the planned operation schedule and the interval categories between rail vehicles. The interval categories include cooperative intervals, attraction intervals, and repulsion intervals. The cooperative interval is the current interval within the redundancy time range of the planned operation schedule. The repulsion interval is the current interval being less than the minimum value of the redundancy time range of the planned operation schedule. The attraction interval is the maximum value of the redundancy time range of the current interval that is greater than the planned operation chart; Based on the delayed rail vehicle information and the normally operating rail vehicle information, the category of the first interval between the delayed rail vehicle and the preceding adjacent rail vehicle is obtained, as well as the category of the first interval between the rail vehicles before the delayed rail vehicle is obtained, and the category of the second interval between the delayed rail vehicle and the following adjacent rail vehicle is obtained, as well as the category of the second interval between the rail vehicles after the delayed rail vehicle is obtained. The operating status of all rail vehicles is controlled according to the category of the first interval and the category of the second interval, so that the category of the first interval and the category of the second interval are both cooperative intervals. Adjust the operating speed rating and / or dwell time of all rail vehicles to ensure that all vehicles comply with the planned operating schedule.

2. The operation control method as described in claim 1, characterized in that, The information on delayed rail vehicles includes the operating status, operating speed level, stopping time, and current location of the delayed rail vehicles. The information on normally operating rail vehicles includes their operating speed level, station dwell time, and current location.

3. The operation control method as described in claim 1, characterized in that, The step of controlling the operating status of all rail vehicles according to the category of the first interval and the category of the second interval, so that the categories of the first interval and the second interval are both cooperative intervals, includes: When the delayed railcar is in a fault-stopped state and the second interval is a rejection interval, the operating speed level and / or stopping time of the railcars following the delayed railcar are controlled to reduce the interval between the railcars following the delayed railcar, while the railcars before the delayed railcar are controlled to run according to the planned operation schedule. When the delayed railcar is in a fault-clearing operation state and the first interval is an attraction interval, the operating speed level and / or stopping time of the delayed railcar and the railcars following it are controlled to reduce the interval between the delayed railcar and the preceding adjacent railcar. At the same time, the operating speed level and / or stopping time of the railcars preceding the delayed railcar are controlled to increase the interval between the railcars preceding the delayed railcar.

4. The operation control method as described in claim 3, characterized in that, The control of the operating speed level and / or dwell time of rail vehicles following the delayed rail vehicle includes: Starting with the next adjacent railcar, the trains following the delayed traincar will be controlled to reduce their operating speed and / or increase their dwell time.

5. The operation control method as described in claim 3, characterized in that, The control of the operating speed level and / or dwell time of the delayed rail vehicle and subsequent rail vehicles includes: Starting with the delayed railcar, the operating speed of the delayed railcar and subsequent railcars are sequentially increased and / or the dwell time is reduced, so that the interval between the delayed railcar and subsequent railcars is a coordinated interval.

6. The operation control method as described in claim 3, characterized in that, The control of the operating speed level and dwell time of the rail vehicles preceding the delayed rail vehicle includes: Starting with the preceding adjacent railcar, the railcars preceding the delayed railcar are sequentially controlled to reduce their operating speed and / or increase their dwell time.

7. The operation control method as described in claim 3, characterized in that, The control of the operating speed level and dwell time of the rail vehicles prior to the delayed rail vehicles, and subsequently includes: When the interval between the delayed railcar and the preceding adjacent railcar is an attraction interval, starting from the preceding adjacent railcar, the railcars before the delayed railcar are sequentially controlled to increase their operating speed and / or reduce their stopping time, so that the interval between the delayed railcar and the railcars before it is a cooperative interval.

8. The operation control method as described in claim 1, characterized in that, The adjustment of the speed rating and / or dwell time of all rail vehicles to ensure all vehicles conform to the planned operating schedule includes: Control all rail vehicles to increase their operating speed and / or reduce their station dwell time until all vehicles comply with the planned operating schedule.

9. A track vehicle operation control device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the method as described in any one of claims 1 to 8.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 1 to 8.

Images