Manual Dispatch Intervention and Deactivation System and Method for Vehicle-to-Vehicle Communication

Abstract

This invention relates to a manual dispatching intervention and deactivation system and method for vehicle-to-vehicle communication. The system includes an Automatic Train Monitoring System (ATS), a Trackside Resource Manager (WRC), and an Onboard Controller (CC). The area governed by the WRC is divided into several manual dispatching zones (CSZs). The ATS sends relevant commands for manual dispatching. The WRC monitors the status of the manual dispatching zones, receives manual dispatching intervention and deactivation commands from the ATS, and simultaneously sends manual dispatching mode activation and deactivation information to the CC. The CC acts as the vehicle control device under system control and relinquishes vehicle control rights upon receiving a manual dispatching mode command from the WRC. Compared with existing technologies, this invention has advantages such as improved system availability.

Description

Technical Field

[0001] This invention relates to train signal control systems, and more particularly to a manual dispatching intervention and cancellation system and method for train-to-train communication. Background Technology

[0002] Currently, the Train Autonomous Control System (TACS) based on vehicle-to-vehicle communication can realize autonomous trackside resource management and active safety interval protection for trains, effectively reducing the computational load on ground equipment, optimizing the vehicle-to-ground communication process, and improving overall operating efficiency.

[0003] During train operation, special situations sometimes arise, such as foreign objects appearing on the track or train malfunctions requiring rescue. These malfunctions cannot be handled by the system itself and require manual dispatching intervention. The dispatcher, through macro-level control, directs rescue trains to clear the malfunction. Similarly, when equipment failure prevents the automatic train control system from functioning properly, manual dispatching intervention is also necessary to ensure the operational plan continues under the dispatcher's command. In manual dispatching mode, the driver executes the dispatcher's orders, thus requiring bypassing some onboard system functions and handing over train control to the driver. Traditional CBTC (Communication Based Train Control) systems are equipped with trackside positioning devices, and the train's location is directly obtained by the trackside system. The dispatcher can directly manage the train based on this positioning information. However, in TACS, the train's positioning information is calculated and reported to the trackside system by the onboard system. Manual dispatching intervention bypasses the onboard system's positioning function, leading to unreliable onboard positioning information.

[0004] A search of Chinese Patent Publication No. CN103538602A reveals a manual dispatching and control system for rail transit train operation. Specifically, it discloses a train positioning detection module for acquiring train location information to dynamically update the occupancy status information of the block section on the line where the train is located, a manual dispatching control center, a station terminal, a train driver terminal, and an information transmission network. The displays of the manual dispatching control center, station terminal, and / or train driver terminal can update the occupancy status information of the corresponding block section. However, this existing patent relies on trackside positioning information and focuses on adjusting the train operation plan. Discussions on scenarios without trackside positioning equipment are limited. Therefore, how to construct a manual dispatching intervention and de-intervention method for TACS (Train Operation Control System) that ensures that in manual dispatching mode, the train can operate according to dispatching instructions without relying on onboard positioning information, while simultaneously ensuring that trains still under system control can operate normally and automatically in non-manual dispatching mode, becomes a technical problem that needs to be solved. Summary of the Invention

[0005] The purpose of this invention is to overcome the shortcomings of the prior art by providing a manual scheduling intervention and cancellation system and method for vehicle-to-vehicle communication.

[0006] The objective of this invention can be achieved through the following technical solutions:

[0007] According to a first aspect of the present invention, a manual dispatching intervention and deactivation system for vehicle-to-vehicle communication is provided. The system includes an Automatic Train Monitoring System (ATS), a Trackside Resource Manager (WRC), and an Onboard Controller (CC), and divides the area governed by the Trackside Resource Manager (WRC) into several manual dispatching zones (CSZ).

[0008] The Automatic Train Monitoring System (ATS) is used to send relevant commands for manual dispatching; the Trackside Resource Manager (WRC) is used to monitor the status of the manual dispatching area, receive manual dispatching intervention and cancellation commands from the ATS, and send manual dispatching mode activation and deactivation information to the Onboard Controller (CC). The Onboard Controller (CC) is used as the vehicle control equipment under system control and relinquishes vehicle control rights after receiving the manual dispatching mode command from the Trackside Resource Manager (WRC).

[0009] As a preferred technical solution, the system number of the manually dispatched area CSZ must be unique within the system.

[0010] According to a second aspect of the present invention, a method for manually intervening in and de-intervening in a vehicle-to-vehicle communication-oriented system is provided, the method specifically comprising the following steps:

[0011] Step S1: The dispatcher sends an activation request command to the manual dispatch area CSZ with system number x through the Automatic Train Monitoring System (ATS).

[0012] Step S2: The trackside resource manager WRC receives the CSZ activation request command and returns a response information message to the Automatic Train Monitoring System (ATS).

[0013] Step S3: After receiving the response information message from the trackside resource manager WRC, the dispatcher inputs the activation command for the manual dispatch area CSZ with system number x through the automatic train monitoring system ATS again. The automatic train monitoring system ATS then sends an activation confirmation command for the manual dispatch area CSZ with system number x to the trackside resource manager WRC.

[0014] Step S4: The trackside resource manager WRC receives the CSZ activation confirmation command and verifies the validity of the CSZ activation command according to the activation check conditions, and returns an execution result reply message to the Automatic Train Monitoring System (ATS).

[0015] Step S5: The dispatcher performs train dispatching activities within the CSZ range where manual dispatching is activated.

[0016] Step S6: After the dispatching is completed, the dispatcher sends an activation / deactivation request command for the manual dispatching area CSZ with system number x through the Automatic Train Monitoring System (ATS).

[0017] Step S7: The trackside resource manager WRC receives the CSZ activation / deactivation request command and returns a response information message to the Automatic Train Monitoring System (ATS).

[0018] Step S8: After receiving the response information message from the trackside resource manager WRC, the Automatic Train Monitoring System (ATS) displays it on the interface. After the dispatcher enters the activation / deactivation command for the manual dispatch area CSZ with system number x, the Automatic Train Monitoring System (ATS) sends the activation / deactivation confirmation command for the manual dispatch area CSZ with system number x to the trackside resource manager WRC.

[0019] Step S9: The trackside resource manager WRC receives the CSZ activation / deactivation confirmation command and verifies the validity of the CSZ activation / deactivation command according to the activation / deactivation check conditions, and returns an execution result reply message to the Automatic Train Monitoring System (ATS).

[0020] In step S10, the activation state of the manually dispatched area CSZ is deactivated, the control of the area is switched from manual dispatch to system control, and the train control is returned to the on-board controller CC.

[0021] As a preferred technical solution, in step S4, for CSZs that are already in a manually scheduled activation state, the trackside resource manager WRC will not execute the currently received CSZ activation command.

[0022] As a preferred technical solution, the activation check conditions in step S4 include: the request command and confirmation command of the CSZ activation command are consistent; the CSZ number carried by the CSZ activation command is a valid system number; and the CSZ object of the CSZ activation command is not in a manually scheduled activation state.

[0023] As a preferred technical solution, the status flags carried in the execution result reply message in step S4 include: the manual scheduling status of CSZ has been activated "0x00", the manual scheduling activation command of CSZ has been repeatedly received "0x01", and the manual scheduling activation command of CSZ is invalid "0x02".

[0024] As a preferred technical solution, in step S5, for manually dispatched trains within the CSZ range where the manual dispatching state is activated, the train operation certificate is directly issued by the dispatcher. At the same time, for equipment resources within the CSZ range where the manual dispatching state is activated, the dispatcher will directly perform control operations, and the trackside resource manager WRC will lose the control and management authority of the resource equipment.

[0025] As a preferred technical solution, in step S5, for trains outside the CSZ range where the manual scheduling state is activated, they are still under system control. The equipment resources required by the train are controlled and managed by the trackside resource manager WRC, and the trackside resource manager WRC will not authorize any resources within the manual scheduling range to the train.

[0026] As a preferred technical solution, in step S9, for CSZs that are already in a manually scheduled inactive state, the trackside resource manager WRC will not execute the currently received CSZ activation cancellation command.

[0027] As a preferred technical solution, in step S9, the activation / deactivation check conditions include: the request command and confirmation command of the CSZ activation / deactivation command are consistent; the CSZ number carried by the CSZ activation / deactivation command is a valid system number; the CSZ object of the CSZ activation / deactivation command is in a manually scheduled activation state; and the maximum guaranteed delay interval is satisfied from the time of the most recent CSZ activation.

[0028] As a preferred technical solution, the maximum guaranteed delay interval is the maximum delay required to ensure that the train can immediately output braking to a standstill in different driving modes from the moment of manual dispatch activation. Considering different driving modes, the maximum delay value among all driving modes is selected, including the maximum delay that ensures the driver can respond to the manual dispatch command when driving the train and the maximum delay that ensures the train receives the manual dispatch command and outputs the specified braking until it comes to a complete stop when driving the train automatically.

[0029] As a preferred technical solution, the status flags carried in the execution result reply message in step S9 include: the manual scheduling status of CSZ has been lifted "0x00", the manual scheduling activation and deactivation command of CSZ has been repeatedly received "0x01", the manual scheduling activation and deactivation command of CSZ is invalid "0x02", and the time of receiving the manual scheduling activation and deactivation command of CSZ does not meet the maximum delay interval "0x05".

[0030] According to a third aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

[0031] According to a fourth aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.

[0032] Compared with the prior art, the present invention has the following advantages:

[0033] 1) This invention solves the problem of unsafe intervention of manual scheduling in the absence of ground positioning detection equipment by establishing a range-bound manual scheduling area (CSZ) and using the trackside resource manager (WRC) to supervise and execute manual scheduling. It achieves effective separation of manual scheduling and system control, and improves system availability.

[0034] 2) By adopting this invention, parallel operation of manual dispatching and system control can be ensured. Under certain conditions, it can be guaranteed that trains controlled by the system will not enter the manual dispatching area, and trains dispatched by the dispatcher will not enter the system control area, thereby improving the overall operational capability of the system.

[0035] 3) By adopting this invention, the reliance on ground positioning and detection equipment in manual scheduling scenarios can be reduced, the complexity of the TACS system can be reduced, and the universality of the TACS system under different operating scenario requirements can be improved. Attached Figure Description

[0036] Figure 1 This is a schematic diagram of the manual scheduling intervention and termination system structure of the present invention;

[0037] Figure 2 This is a flowchart of the manual scheduling intervention and termination method of the present invention. Detailed Implementation

[0038] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0039] like Figure 2 As shown, the method for intervention and termination of manual scheduling in this invention includes:

[0040] 1. Divide the area managed by the trackside resource manager WRC into several independent zones CSZ (Consignable Zones) as the execution units for manual scheduling;

[0041] The system number of the manually dispatched area CSZ must be unique within the system;

[0042] 2. The dispatcher sends an activation request command (consign request) for the manual dispatch zone CSZ with system number x through the Automatic Train Monitoring System (ATS);

[0043] 3. The trackside resource manager (WRC) receives the CSZ activation request command and returns a response message (consign acknowledge) to the Automatic Train Monitoring System (ATS);

[0044] 4. After receiving the response information message from the trackside resource manager WRC, the dispatcher inputs the activation command for the manual dispatch area CSZ with system number x through the automatic train monitoring system ATS again. The automatic train monitoring system ATS then sends an activation confirmation command (consign confirm) for the manual dispatch area CSZ with system number x to the trackside resource manager WRC.

[0045] 5. The trackside resource manager WRC receives the CSZ activation confirmation command and verifies the validity of the CSZ activation command according to the activation check conditions, and returns an execution result reply message (consign report) to the Automatic Train Monitoring System (ATS);

[0046] Specifically, for CSZs that are already in a manually activated state, the Railside Resource Manager (WRC) will not execute the currently received CSZ activation command.

[0047] Specifically, the activation check conditions include: the request command and confirmation command of the CSZ activation command are consistent; the CSZ number carried by the CSZ activation command is a valid system number; and the CSZ object of the CSZ activation command is not in a manually scheduled activation state.

[0048] Furthermore, the status flags carried in the execution result reply message include: CSZ's manual scheduling status has been activated "0x00", CSZ's manual scheduling activation command has been repeatedly received "0x01", and CSZ's manual scheduling activation command is invalid "0x02".

[0049] 6. Dispatchers can conduct train dispatching activities within the CSZ range where manual dispatching is activated as described above;

[0050] Specifically, for manually dispatched trains within the CSZ range where manual dispatching is activated, their train operation permits are issued directly by the dispatcher, and the trackside resource manager (WRC) will no longer be responsible for the behavior of the manually dispatched trains during their operation. At the same time, for equipment resources within the CSZ range where manual dispatching is activated, such as switches and signals, the dispatcher will directly control and operate them, and the trackside resource manager (WRC) will lose control and management authority over the equipment resources.

[0051] Furthermore, for trains outside the CSZ range where manual dispatching is activated, they are still under system control. The equipment resources required by the train are controlled and managed by the trackside resource manager (WRC), and the trackside resource manager (WRC) will not authorize any resources within the manual dispatching range to the train, ensuring that the train will not enter the manual dispatching range.

[0052] 7. After the dispatching activity ends, the dispatcher sends an unconsign request command to the manual dispatching area CSZ with system number x through the Automatic Train Monitoring System (ATS).

[0053] 8. The trackside resource manager (WRC) receives the CSZ activation / deactivation request command and returns a response message (unconsign acknowledge) to the Automatic Train Monitoring System (ATS);

[0054] 9. After receiving the response information message from the trackside resource manager (WRC), the Automatic Train Monitoring System (ATS) displays it on the interface. After the dispatcher re-enters the activation / deactivation command for the manually dispatched area (CSZ) with system number x, the ATS sends an activation / deactivation confirmation command (unconsign confirm) for the manually dispatched area (CSZ) with system number x to the trackside resource manager (WRC).

[0055] 10. The trackside resource manager WRC receives the CSZ activation / deactivation confirmation command and verifies the validity of the CSZ activation / deactivation command according to the activation / deactivation check conditions, and returns an execution result reply message (unconsign report) to the Automatic Train Monitoring System (ATS);

[0056] In particular, for CSZs that are already in a manually scheduled and inactive state, the Railside Resource Manager (WRC) will not execute the currently received CSZ activation deactivation command;

[0057] Specifically, the activation / deactivation check conditions include: the request command and confirmation command of the CSZ activation / deactivation command are consistent; the CSZ number carried by the CSZ activation / deactivation command is a valid system number; the CSZ object of the CSZ activation / deactivation command is in a manually scheduled activation state; and the maximum guaranteed delay interval is met from the time of the most recent CSZ activation.

[0058] Furthermore, the maximum guaranteed delay interval is the maximum delay required to ensure that the train can immediately output braking to a standstill in different driving modes from the moment manual dispatch is activated. Considering different driving modes, the maximum delay value among all driving modes is selected, which mainly includes the maximum delay that ensures the driver can respond to the manual dispatch command and the maximum delay that ensures the train receives the manual dispatch command and outputs the specified braking until it comes to a complete stop.

[0059] Furthermore, the status flags carried in the execution result reply message include: the manual scheduling status of CSZ has been lifted "0x00", the manual scheduling activation and deactivation command of CSZ has been repeatedly received "0x01", the manual scheduling activation and deactivation command of CSZ is invalid "0x02", and the time of receiving the manual scheduling activation and deactivation command of CSZ does not meet the maximum delay interval "0x05".

[0060] 11. The activation state of the manually dispatched area CSZ is deactivated, the control of the area is switched from manual dispatch to system control, and the train control can be returned to the on-board controller CC.

[0061] The above is an introduction to the method embodiments. The following system embodiments will further illustrate the solution of the present invention.

[0062] like Figure 1 As shown, this invention is a technical solution based on TACS, and utilizes the Automatic Traffic Supervision (ATS), Wayside Resource Controller (WRC), and Carbone Controller (CC) to realize the intervention and cancellation of manual dispatching. The ATS is used to send relevant commands for manual dispatching, the WRC is used to monitor the status of the manual dispatching area, receive manual dispatching intervention and cancellation commands from the ATS, and send manual dispatching mode activation and deactivation information to the CC. The CC acts as a vehicle control device under system control and relinquishes vehicle control rights after receiving the manual dispatching mode command from the WRC.

[0063] like Figure 1In stage (1) shown, the dispatcher needs to manually dispatch trains operating within the CSZ2 area. First, the dispatcher sends a manual dispatch activation request (Consign Request) to the trackside resource manager (WRC) via the Automatic Train Monitoring System (ATS), activating CSZ2. Upon receiving the manual dispatch activation request, the trackside resource manager (WRC) replies with a response message (Consign Acknowledge) to the ATS. After receiving the response message from the trackside resource manager (WRC), the ATS displays a prompt on its interface for the dispatcher to re-enter a confirmation command (Consign Confirm) for manual dispatch activation and sends it to the trackside resource manager (WRC). The trackside resource manager (WRC) verifies the received confirmation command, based on the following criteria: the request and confirmation commands for CSZ activation are consistent; the CSZ object in the CSZ activation command is a valid object; and the CSZ object in the CSZ activation command is not in a manually activated state. If the verification passes, the trackside resource manager (WRC) activates the manual dispatch status of CSZ2 and sends a successful execution reply message (Consign) to the ATS. If the verification fails, the trackside resource manager (WRC) terminates the command execution and sends an execution failure reply message (ConsignReport) to the automatic train monitoring system (ATS).

[0064] like Figure 1 In stage (2) shown, the manual dispatch area CSZ2 has been activated. The onboard controller CC controls the train to brake and cuts off the control of the train. After the train stops, the driver takes over the train. The dispatcher sends dispatching orders to the driver through the Automatic Train Monitoring System (ATS). The driver performs dispatching operations within the CSZ2 area according to the orders and cannot leave the CSZ2 area. At the same time, trains located outside the CSZ2 area are still controlled by the system and are not affected by manual dispatching.

[0065] like Figure 1As shown in stage (3), the manual scheduling operation ends and the manual scheduling activation and deactivation process is carried out. First, the dispatcher sends a manual dispatch activation / deactivation request (Unconsign Request) to the Trackside Resource Manager (WRC) via the Automatic Train Monitoring System (ATS), targeting CSZ2. Upon receiving the request, the WRC replies with an Unconsign Acknowledge message to the ATS. The ATS, upon receiving the WRC's acknowledgement, prompts the dispatcher to re-enter a confirmation command (Unconsign Confirm) and sends it to the WRC. The WRC then verifies the confirmation command based on the following criteria: the request and confirmation commands match; the CSZ target is valid; the CSZ target is in a manually activated state; and the maximum guaranteed delay interval is met since the last CSZ activation. If the verification passes, the WRC deactivates CSZ2 and sends a successful execution reply (Unconsign) to the ATS. If the verification fails, the trackside resource manager (WRC) terminates the command execution and sends an execution failure reply message (Unconsign Report) to the automatic train monitoring system (ATS).

[0066] like Figure 1 In stage (3) shown, the time when the current trackside resource manager WRC receives the manual scheduling activation cancellation request (Unconsign Request) minus the time when the current trackside resource manager WRC receives the manual scheduling activation confirmation command (Consign Confirm) is compared with the maximum guaranteed delay interval. The difference must be greater than or equal to the maximum guaranteed delay interval. If the delay guarantee is met, the current trackside resource manager WRC can receive and execute the manual scheduling activation cancellation command; otherwise, the manual scheduling activation cancellation command will be rejected.

[0067] This invention utilizes the Automatic Train Monitoring System (ATS), the Trackside Resource Manager (WRC), and the Onboard Controller (CC) to enable safe intervention and deactivation of manual dispatching within the Train Automation System (TACS). This ensures effective separation and parallel operation of manual dispatching and system control, improving system availability. Simultaneously, this technology effectively avoids reliance on ground-based positioning and detection equipment, reducing system equipment deployment and complexity.

[0068] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working process of the described module can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0069] The electronic device of this invention includes a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in read-only memory (ROM) or loaded from a storage unit into random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0070] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0071] The processing unit performs the various methods and processes described above, such as the methods of the present invention. For example, in some embodiments, the methods of the present invention may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the methods of the present invention described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute the methods of the present invention by any other suitable means (e.g., by means of firmware).

[0072] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0073] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0074] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0075] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for an artificial dispatch intervention and release system using a train-to-wayside communication, the system comprising a train automatic monitoring system ATS, a wayside resource manager WRC and an on-board controller CC, characterized in that, The range governed by the wayside resource manager WRC is divided into a plurality of manually scheduled zones CSZ; The train automatic monitoring system ATS is configured to send relevant commands of manual scheduling, the wayside resource manager WRC is configured to supervise the state of the manually scheduled zone, receive manual scheduling intervention and release commands from the train automatic monitoring system ATS, and send manual scheduling mode activation and release information to the on-board controller CC, which is configured to control the train equipment under system control and cut off the train control right after receiving the manual scheduling mode command from the wayside resource manager WRC; The method specifically comprises the following steps: Step S1, the dispatcher sends an activation request command for a manually scheduled zone CSZ with system number x through the train automatic monitoring system ATS; Step S2, the wayside resource manager WRC receives the CSZ activation request command and returns a response information message to the train automatic monitoring system ATS; Step S3, after receiving the response information message from the wayside resource manager WRC, the dispatcher inputs an activation command for the manually scheduled zone CSZ with system number x through the train automatic monitoring system ATS again, and the train automatic monitoring system ATS sends an activation confirmation command for the manually scheduled zone CSZ with system number x to the wayside resource manager WRC; Step S4, the wayside resource manager WRC receives the CSZ activation confirmation command, verifies the validity of the CSZ activation command according to the activation check condition, and returns an execution result reply message to the train automatic monitoring system ATS; Step S5, the dispatcher performs scheduling activities on the train within the activated manually scheduled zone CSZ Step S6, after the scheduling is completed, the dispatcher sends an activation release request command for the manually scheduled zone CSZ with system number x through the train automatic monitoring system ATS; Step S7, the wayside resource manager WRC receives the CSZ activation release request command and returns a response information message to the train automatic monitoring system ATS; Step S8, after receiving the response information message from the wayside resource manager WRC, the train automatic monitoring system ATS feeds back on the display interface, and after the dispatcher inputs an activation release command for the manually scheduled zone CSZ with system number x again, the train automatic monitoring system ATS sends an activation release confirmation command for the manually scheduled zone CSZ with system number x to the wayside resource manager WRC; Step S9, the wayside resource manager WRC receives the CSZ activation release confirmation command, verifies the validity of the CSZ activation release command according to the activation release check condition, and returns an execution result reply message to the train automatic monitoring system ATS; Step S10, the activation state of the manually scheduled zone CSZ is released, the zone control right is switched from manual scheduling to system control, and the train control right is returned to the on-board controller CC.

2. The method of claim 1, wherein, The system number of the manually scheduled zone CSZ needs to be ensured to be unique in the system.

3. The method of claim 1, wherein, The step S4, for the CSZ which has been in the manual dispatching activated state, the wayside resource manager WRC does not execute the current received CSZ activation command.

4. The method of claim 1, wherein, The step S4, the activation check condition includes: the request command of the CSZ activation command is consistent with the confirmation command, the CSZ number carried by the CSZ activation command is a valid system number, the CSZ object of the CSZ activation command is not in the manual dispatching activated state.

5. The method of claim 1, wherein, The step S4, the state flag bit carried by the execution result reply message includes: the manual dispatching state of the CSZ has been activated "0x00", the manual dispatching activation command of the CSZ is repeatedly received "0x01", the manual dispatching activation command of the CSZ is invalid "0x02".

6. The method of claim 1, wherein, The step S5, for the manual dispatching train within the range of the CSZ which activates the manual dispatching state, the train operation certificate is directly issued by the dispatcher, at the same time, for the equipment resource within the range of the CSZ which activates the manual dispatching state, the control operation is directly performed by the dispatcher, and the wayside resource manager WRC will lose the control and management right of the equipment resource.

7. The method of claim 1, wherein, The step S5, for the train outside the range of the CSZ which activates the manual dispatching state, the train is still under the system control, the equipment resource required by the train is controlled and managed by the wayside resource manager WRC, and the wayside resource manager WRC will not authorize any resource within the manual dispatching range to the train.

8. The method of claim 1, wherein, The step S9, for the CSZ which has been in the manual dispatching inactivated state, the wayside resource manager WRC does not execute the current received CSZ activation cancellation command.

9. The method of claim 3, wherein, The step S9, the activation cancellation check condition includes: the request command of the CSZ activation cancellation command is consistent with the confirmation command, the CSZ number carried by the CSZ activation cancellation command is a valid system number, the CSZ object of the CSZ activation cancellation command is in the manual dispatching activated state, and the time interval from the nearest time of executing the CSZ activation satisfies the maximum guaranteed time delay interval.

10. The method of claim 9, wherein, The maximum guaranteed time delay interval is to guarantee that from the manual dispatching activation time, the train under different driving modes can immediately output brake to the maximum time delay required for the train to be stationary, considering different driving modes, the maximum time delay in all driving modes is selected, including the maximum time delay which can guarantee that the driver reacts to the manual dispatching command acting on the driver-driven train and the maximum time delay which can guarantee that the train receives the manual dispatching command and outputs the brake to completely stop moving acting on the automatic driving train.

11. The method of claim 1, wherein, The step S9, the state flag bit carried by the execution result reply message includes: the manual dispatching state of the CSZ has been cancelled "0x00", the manual dispatching activation cancellation command of the CSZ is repeatedly received "0x01", the manual dispatching activation cancellation command of the CSZ is invalid "0x02", and the time of receiving the CSZ manual dispatching activation cancellation command does not satisfy the maximum time delay interval "0x05".

12. An electronic device comprising a memory and a processor, said memory having stored thereon a computer program, characterized in that, The processor executes the program to implement the method in any one of claims 1-11.

13. A computer-readable storage medium having stored thereon a computer program, characterized in that, The program is executed by the processor to implement the method in any one of claims 1-11.

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