Vehicle depot train operation control method

Abstract

The invention discloses a depot train operation control method, which comprises the following steps of: determining departure time of each train at an initial parking position in a depot according to a main track time table of each train; aiming at each train, if the departure time of the train and the target path corresponding to the train, determining railway equipment which is in conflict with other trains in occupation when running in the target path; determining conflict time according to the occupied time of the railway equipment; forwards adjusting the departure time of the train by the conflict time; and controlling the train to run according to the target path according to the adjusted departure time of the train. The running efficiency of the train in the depot is improved, and then the efficiency of the train for executing the traffic task on the main track can be improved.

Description

Technical Field

[0001] The present application relates to the technical field of urban rail transit, and in particular to a train operation control method for a vehicle depot. Background Art

[0002] In urban rail transit operations, train operation includes depot operation and mainline operation. The depot and the mainline are connected by a transfer track. When the train has no traffic mission, it stops in the depot, which is also called the vehicle base. When the train is performing a traffic mission, it runs in the depot to the transfer track, and then runs on the mainline to perform the traffic mission.

[0003] The depot attendant compiles the corresponding depot dispatching and receiving plan based on the daily mainline driving plan of each train, combined with the vehicle maintenance status and maintenance plan, to support the daily train on-line and off-line operations. After the dispatching and receiving plan is compiled, the handling of train dispatching and receiving routes is generally completed manually. Train route handling refers to the operation of trains in the depot.

[0004] There are usually multiple paths corresponding to one main line in a depot, and the multiple paths are connected to the main line through the transfer track. In the prior art, there is usually only one train running in the depot at the same time. When a train departs from the starting parking position and drives to the main line, the next train will depart from the starting position to the transfer track. Although the prior art can avoid conflicts between trains in the depot, it will make the train operation efficiency in the depot low, resulting in a bottleneck in the efficiency of trains performing traffic tasks on the main line, and the time interval between trains performing traffic tasks on the main line is large. Summary of the invention

[0005] The present application provides a train operation control method for a vehicle depot, which is used to solve the problem of low train operation efficiency in a vehicle depot in the prior art.

[0006] In a first aspect, the present application provides a train operation control method for a vehicle depot, the method comprising:

[0007] Determine the departure time of each train at the starting stop position in the depot according to the main line timetable of each train;

[0008] For each train, if the railway equipment that conflicts with the occupation of other trains while running on the target path is determined based on the departure time of the train and the target path corresponding to the train; the conflict time is determined based on the occupied time of the railway equipment; the departure time of the train is adjusted forward by the conflict time; and the train is controlled to run according to the target path based on the adjusted departure time of the train.

[0009] The above technical solution has the following advantages or beneficial effects:

[0010] In the present application, firstly, the departure time of each train at the starting parking position in the depot is determined according to the main line timetable of each train; the railway equipment that conflicts with other trains when running on the target path is determined according to the departure time of the train and the target path corresponding to the train; and then the conflict time is determined according to the occupied time of the railway equipment; the departure time of the train is adjusted forward by the conflict time; and the train is controlled to run according to the target path according to the adjusted departure time of the train. The depot train operation control scheme provided by the present application can realize that multiple trains run in the depot at the same time, and adjust the departure time of the train by analyzing the conflict time of the railway equipment, thereby avoiding the operation conflict of multiple trains. Compared with the depot train operation management method in the prior art in which the next train departs from the starting position to the transfer track after a train runs to the main line, the efficiency of train operation in the depot is improved, and thus the efficiency of trains in performing traffic tasks on the main line can be improved.

[0011] In an optional implementation, the process of determining the target path corresponding to the train includes:

[0012] Determining candidate paths for the train from the initial parking position to the switching track;

[0013] The number of turnout devices included in each of the candidate paths is determined respectively; and the candidate path including the least number of turnout devices is selected as the target path.

[0014] The above technical solution has the following advantages or beneficial effects:

[0015] Each train has a different starting parking position in the depot. Based on the line planning information in the depot, each feasible running path from the starting parking position to the switch rail can be determined, and each feasible running path is used as a candidate path. For each train, the number of turnout devices contained in each candidate path of the train is determined, and the candidate path with the least number of turnout devices is selected as the target path. In this way, on the one hand, the number of turnout devices passed by trains is reduced, and the complexity of train scheduling and operation in the depot is reduced; on the other hand, the conflict between each train at the turnout equipment is reduced, which is convenient for the management and deployment of each train; furthermore, the number of turnout devices passed by trains is small, that is, the number of rail equipment passed is relatively large, which is also convenient for the operation of each train in the depot.

[0016] In an optional implementation, the selecting the candidate path with the least number of switch devices as the target path includes:

[0017] Obtaining the route type corresponding to each railway equipment in the vehicle depot; wherein the route type includes a train route type and a shunting route type;

[0018] If a train route priority instruction is received, the candidate route that contains only the train route type and has the least number of turnout devices is selected as the target route;

[0019] If a shunting route priority instruction is received, the candidate route with the least number of turnout devices among all candidate routes that only include shunting route types is selected as the target route;

[0020] If a mixed-route command is received, the path with the least number of turnout devices among all candidate paths is selected as the target path.

[0021] The above technical solution has the following advantages or beneficial effects:

[0022] In order to flexibly adapt to different train operation scenarios, the present application determines a target path adapted to the instruction based on the received instruction. Among them, each railway equipment in the vehicle depot has a corresponding route type; the route type includes a train route type and a shunting route type. Scenario 1, train route priority. At this time, when determining the target path, the candidate path that contains only the train route type and the one with the least number of turnout equipment is selected as the target path. Scenario 2, shunting route priority. At this time, when determining the target path, the candidate path that contains only the shunting route type and the one with the least number of turnout equipment is selected as the target path. Scenario 3, train shunting mixed route scenario, at this time, when determining the target path, the candidate path with the least number of turnout equipment is selected as the target path among all candidate paths. Therefore, according to the different needs of the above three scenarios, the present application flexibly adapts the target path corresponding to the needs, while taking into account the convenience of vehicle dispatching operation in the vehicle depot.

[0023] In an optional implementation, the process of determining the railway equipment that conflicts with other train occupancy when running on the target path includes:

[0024] Determining the occupied time of each railway equipment in the target path according to the departure time of the train and the travel speed in the vehicle depot;

[0025] According to the occupied time of each railway equipment in the vehicle segment, the railway equipment which conflicts with the occupation of other trains when running on the target path is determined.

[0026] The above technical solution has the following advantages or beneficial effects:

[0027] In the present application, the running speed of each train in the vehicle depot is preset, wherein the running speeds of different trains in the vehicle depot may be the same or different. For each train, the occupied time of each railway equipment in the target path is determined according to the departure time of the train and the running speed of the train in the vehicle depot. The occupied time refers to the time occupied by the train. Then, according to the occupied time of each railway equipment in the vehicle depot, the railway equipment that conflicts with the occupation of other trains when running in the target path is determined. In other words, if a railway equipment in the target path is occupied by two or more trains, and the occupied time overlaps, it is determined that the railway equipment has a conflicting occupation, and at this time, the railway equipment that conflicts with the occupation of other trains when running in the target path is determined. Thereby ensuring the accuracy of determining the railway equipment that conflicts with the occupation of other trains when running in the target path.

[0028] In an optional implementation, adjusting the departure time of the train forward by the conflict time includes:

[0029] Determine the maximum conflict time between the train and other trains in each railway equipment on the target path corresponding to the train; and adjust the departure time of the train forward by the maximum conflict time.

[0030] The above technical solution has the following advantages or beneficial effects:

[0031] In order to avoid conflicts in train operation, the maximum conflict time between each railway equipment on the target path corresponding to the train and other trains is determined. Then the departure time of the train is adjusted forward by the maximum conflict time. In other words, if there are multiple conflicting railway equipment on the target path, the conflict time between each railway equipment and other trains is determined respectively, and then the maximum conflict time is selected. The departure time of the train is adjusted forward by the maximum conflict time, which can ensure that all conflicting railway equipment on the target path avoids conflicts, thereby improving the accuracy and safety of train operation control in the vehicle depot.

[0032] In an optional implementation, before controlling the train to run along the target path according to the adjusted departure time of the train, the method further includes:

[0033] According to the indicator light information of the signal lights of each railway equipment on the target path corresponding to the train, it is determined whether there is any railway equipment with long-term failure on the target path. If not, the steps of controlling the train to run according to the target path are performed according to the adjusted departure time of the train.

[0034] The above technical solution has the following advantages or beneficial effects:

[0035] In the present application, before controlling the train to run along the target path according to the adjusted departure time of the train, first obtain the indicator light information of the signal of each railway equipment on the target path corresponding to the train, and judge whether there is a railway equipment with a long-term fault on the target path according to the indicator light information of the signal of each railway equipment. It should be noted that if there is a long-term obstacle in the railway equipment, the indicator light information of the signal of the railway equipment includes a light of a color used to characterize the existence of a long-term obstacle. If there is no railway equipment with a long-term fault, the step of controlling the train to run along the target path according to the adjusted departure time of the train is performed. Thereby ensuring the normal operation of the train in the vehicle depot.

[0036] In an optional implementation, if there is a railway equipment with a long-term fault on the target path, the method further includes:

[0037] The target path corresponding to the train is re-determined from candidate paths that do not include the railway equipment with long-term failure.

[0038] The above technical solution has the following advantages or beneficial effects:

[0039] If there are long-term faulty railway equipment on the target path, it is necessary to select the candidate path with the least number of turnout equipment from the candidate paths that do not contain the long-term faulty railway equipment as the target path, and then control the train to run along the reselected target path according to the adjusted departure time of the train, so as to ensure the normal operation of the train in the vehicle depot.

[0040] In an optional implementation, if there is no railway equipment with long-term failure on the target path, before controlling the train to run along the target path according to the adjusted departure time of the train, the method further includes:

[0041] If a high priority operation instruction is received, the indicator lights of the signal machines of the various railway equipment on the target path are controlled to display lights of a preset first color; wherein the lights of the preset first color are used to indicate that the corresponding railway equipment is occupied.

[0042] The above technical solution has the following advantages or beneficial effects:

[0043] In this application, if a high-priority operation instruction is received, it means that the train needs to enter the main line first to perform traffic tasks. At this time, the indicator lights of the signal machines of each railway equipment on the target path are controlled to display the preset first color lights used to indicate that the corresponding railway equipment is occupied. In this way, when the train is running in the depot, no other trains will enter and block it, ensuring that the train has priority to enter the main line to perform traffic tasks. The flexibility of the train in the depot entry handling stage is improved.

[0044] In an optional implementation, controlling the train to run along the target path according to the adjusted departure time of the train includes:

[0045] If a low priority operation instruction is received, during the process of controlling the train to run according to the target path according to the adjusted departure time of the train, the indicator light of the signal of the railway equipment currently occupied by the train is controlled to display a preset first color light; wherein the preset first color light is used to indicate that the corresponding railway equipment is occupied; and based on the indicator light information of the signal of the next railway equipment, it is determined whether the next railway equipment has a short-term obstacle; if so, a prompt message for indicating the solution to the short-term obstacle is output; if not, the train runs to the next railway equipment.

[0046] The above technical solution has the following advantages or beneficial effects:

[0047] In the present application, if a low-priority operation instruction is received, it means that the priority of the train entering the main line to perform traffic tasks is low. At this time, in the process of controlling the train to run according to the target path according to the adjusted departure time of the train, the indicator light of the signal of the railway equipment currently occupied by the train is used to indicate the preset first color light of the corresponding railway equipment being occupied. The subsequent railway equipment is not displayed for occupation. In addition, it is judged whether the next railway equipment has a short-term obstacle according to the indicator light information of the signal of the next railway equipment. It should be noted that if there is a short-term obstacle in the railway equipment, the indicator light information of the signal of the railway equipment includes a light of the color used to indicate the existence of a short-term obstacle. If so, it may be a temporary occupation of a high-priority train. At this time, a prompt information for representing the solution of the short-term obstacle is output, and the prompt information can be a voice message broadcast by the train's speaker, a light message issued by the train, etc. After waiting for the short-term obstacle to be lifted, it runs to the next railway equipment. If there is no short-term obstacle in the next railway equipment, it can run directly to the next railway equipment at this time. The flexibility of the train in the route handling stage in the vehicle depot is improved.

[0048] In an optional embodiment, after running to the next railway equipment, the method further includes:

[0049] The indicator light of the signal machine of the previous railway equipment that controls the next railway equipment displays a light of a preset second color; wherein the light of the preset second color is used to indicate that the corresponding railway equipment is not occupied.

[0050] The above technical solution has the following advantages or beneficial effects:

[0051] In the present application, after the train runs to the next railway equipment, the indicator light of the signal machine of the previous railway equipment controlling the next railway equipment displays a preset second color light for indicating that the corresponding railway equipment is not occupied. In this way, other trains can occupy the previous railway equipment, thereby improving the efficiency of each train running in the vehicle depot and the accuracy of the train running control in the vehicle depot.

[0052] In a second aspect, the present application provides a vehicle depot train operation control device, the device comprising:

[0053] A determination module, used to determine the departure time of each train at the starting stop position in the vehicle depot according to the main line timetable of each train;

[0054] A control module is used to determine, for each train, the railway equipment that conflicts with the occupation of other trains when running on the target path based on the departure time of the train and the target path corresponding to the train; determine the conflict time based on the occupied time of the railway equipment; adjust the departure time of the train forward by the conflict time; and control the train to run according to the target path based on the adjusted departure time of the train.

[0055] In a third aspect, the present application provides an electronic device, including a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other via the communication bus;

[0056] Memory, used to store computer programs;

[0057] The processor is used to implement the method when executing the program stored in the memory.

[0058] In a fourth aspect, the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the described method is implemented. BRIEF DESCRIPTION OF THE DRAWINGS

[0059] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0060] Figure 1 A schematic diagram of the first vehicle depot train operation control process provided in this application;

[0061] Figure 2 A schematic diagram of the second vehicle depot train operation control process provided by this application;

[0062] Figure 3 A schematic diagram of the process of determining the target path provided for this application;

[0063] Figure 4 A schematic diagram of the process of determining conflicting railway equipment for occupancy provided for this application;

[0064] Figure 5 A schematic diagram of the third type of train operation control process of a vehicle depot provided in this application;

[0065] Figure 6 A train operation control flow chart for a vehicle depot provided in this application;

[0066] Figure 7 Schematic diagram of railway equipment conflict detection provided for this application;

[0067] Figure 8 Schematic diagram of the path planning process provided for this application;

[0068] Fig. 9 A schematic diagram of the planned path in the mixed route mode of train dispatching provided in this application;

[0069] Fig.10 A schematic diagram of the planned route in the presence of long-term obstacles provided for this application;

[0070] Fig.11 A flow chart of the stages of the application process provided for this application;

[0071] Fig.12 A schematic diagram of the structure of the train operation control device for the vehicle depot provided for this application;

[0072] Fig.13 This is a schematic diagram of the electronic device structure provided in this application. DETAILED DESCRIPTION

[0073] In order to make the purpose and implementation method of the present application clearer, the exemplary implementation method of the present application will be clearly and completely described below in conjunction with the drawings in the exemplary embodiments of the present application. Obviously, the described exemplary embodiments are only part of the embodiments of the present application, rather than all the embodiments.

[0074] It should be noted that the brief description of terms in this application is only for the convenience of understanding the embodiments described below, and is not intended to limit the embodiments of this application. Unless otherwise specified, these terms should be understood according to their common and usual meanings.

[0075] The terms "first", "second", "third", etc. in the specification and claims of this application and the above drawings are used to distinguish similar or similar objects or entities, and do not necessarily mean to limit a specific order or sequence, unless otherwise noted. It should be understood that the terms used in this way can be interchangeable under appropriate circumstances.

[0076] The terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover but not exclude inclusion, for example, a product or device comprising a list of components is not necessarily limited to all the components expressly listed but may include other components not expressly listed or inherent to such product or device.

[0077] The term "module" refers to any known or later developed hardware, software, firmware, artificial intelligence, fuzzy logic or combination of hardware and / or software code that is capable of performing the functions associated with that element.

[0078] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

[0079] For the convenience of explanation, the above description has been made in conjunction with specific embodiments. However, the above exemplary discussion is not intended to be exhaustive or limit the embodiments to the specific forms disclosed above. Based on the above teachings, various modifications and variations can be obtained. The selection and description of the above embodiments are to better explain the principles and practical applications, so that those skilled in the art can better use the embodiments and various different variations of the embodiments suitable for specific use considerations.

[0080] Figure 1 The first vehicle depot train operation control process provided by this application is a schematic diagram, and the process includes the following steps:

[0081] S101: Determine the departure time of each train at the starting stop position in the depot according to the main line timetable of each train;

[0082] S102: For each train, based on the departure time of the train and the target path corresponding to the train, determine the railway equipment that conflicts with the occupation of other trains when running on the target path; determine the conflict time based on the occupied time of the railway equipment; adjust the departure time of the train forward by the conflict time; and control the train to run according to the target path based on the adjusted departure time of the train.

[0083] The vehicle depot train operation control method provided in the present application is applied to electronic equipment, which may be a PC, computer, server and other equipment.

[0084] The electronic device first obtains the mainline timetable of each train, and the mainline timetable of each train records the time when each train departs from the switch track and performs the mainline traffic task. According to the mainline timetable of each train, the departure time of each train at the starting parking position in the vehicle depot can be determined. Among them, for each train, the time difference between the departure time of the train from the starting parking position to the arrival time of the switch track and the time when the train departs from the switch track and performs the mainline traffic task in the mainline timetable is less than the preset time length. The preset time length is, for example, 1 minute, 2 minutes, etc.

[0085] For each train, determine the target path from the starting parking position of the train in the vehicle depot to the conversion track. It should be noted that if there are multiple paths from the starting parking position of the train in the vehicle depot to the conversion track, any path can be selected as the target path, or a path with the shortest distance to the conversion track can be selected as the target path. According to the departure time of the train and the target path corresponding to the train, the time occupied by each railway equipment in the target path by the train can be determined, that is, the occupied time of the railway equipment. For each railway equipment, the occupied time refers to the time from the front of the train arriving at the railway equipment to the rear of the train leaving the railway equipment. The occupied time includes the start occupation time, the end occupation time and the occupation time. The occupation time is the length of time between the start occupation time and the end occupation time. Railway equipment includes turnout equipment and rail equipment. For each railway equipment on the target path, if the railway equipment is occupied by at least two trains, it is determined whether the occupied time of the railway equipment corresponding to multiple trains overlaps. If so, it is determined that the railway equipment is a railway equipment that conflicts with other trains. Then the conflict time is determined according to the occupied time of the railway equipment. For example, for railway equipment A, train 1 occupies railway equipment A from 5:10:10 to 5:10:20; train 2 occupies railway equipment A from 5:10:15 to 5:10:25; then the conflict time between train 1 and train 2 on railway equipment A is 5 seconds. For each train, if the train has conflict time with other trains on the railway equipment, the maximum conflict time can be used as the conflict time of the railway equipment. The departure time of the train is adjusted forward by the conflict time, and then the train is controlled to run according to the target path according to the adjusted departure time.

[0086] In the present application, firstly, the departure time of each train at the starting parking position in the depot is determined according to the main line timetable of each train; the railway equipment that conflicts with other trains when running on the target path is determined according to the departure time of the train and the target path corresponding to the train; and then the conflict time is determined according to the occupied time of the railway equipment; the departure time of the train is adjusted forward by the conflict time; and the train is controlled to run according to the target path according to the adjusted departure time of the train. The depot train operation control scheme provided by the present application can realize that multiple trains run in the depot at the same time, and adjust the departure time of the train by analyzing the conflict time of the railway equipment, thereby avoiding the operation conflict of multiple trains. Compared with the depot train operation management method in the prior art in which the next train departs from the starting position to the transfer track after a train runs to the main line, the efficiency of train operation in the depot is improved, and thus the efficiency of trains in performing traffic tasks on the main line can be improved.

[0087] Figure 2 A schematic diagram of the second vehicle depot train operation control process provided in this application, the process includes the following steps:

[0088] S201: Determine the departure time of each train at the starting stop position in the depot according to the main line timetable of each train;

[0089] S202: for each train, determine each candidate path of the train from the starting parking position to the switch track; respectively determine the number of turnout equipment contained in each candidate path; select the candidate path containing the least number of turnout equipment as the target path; if based on the departure time of the train and the target path corresponding to the train, determine the railway equipment that conflicts with the occupation of other trains when running on the target path; determine the conflict time based on the occupied time of the railway equipment; adjust the departure time of the train forward by the conflict time; and control the train to run according to the target path based on the adjusted departure time of the train.

[0090] Each train has a different starting parking position in the depot. Based on the line planning information in the depot, each feasible running path from the starting parking position to the switch rail can be determined, and each feasible running path is used as a candidate path. For each train, the number of turnout devices contained in each candidate path of the train is determined, and the candidate path with the least number of turnout devices is selected as the target path. In this way, on the one hand, the number of turnout devices passed by trains is reduced, and the complexity of train scheduling and operation in the depot is reduced; on the other hand, the conflict between each train at the turnout equipment is reduced, which is convenient for the management and deployment of each train; furthermore, the number of turnout devices passed by trains is small, that is, the number of rail equipment passed is relatively large, which is also convenient for the operation of each train in the depot.

[0091] Figure 3 A schematic diagram of the process of determining the target path provided by this application, the process includes the following steps:

[0092] S301: Acquire the route type corresponding to each railway equipment in the vehicle depot; wherein the route type includes a train route type and a shunting route type;

[0093] S302: If a train route priority instruction is received, the candidate route that contains only the train route type and has the least number of turnout devices is selected as the target route;

[0094] S303: If a shunting route priority instruction is received, the candidate route with the least number of turnout devices among the candidate routes that only include the shunting route type is selected as the target route;

[0095] S304: If a mixed-route train dispatching instruction is received, the path with the least number of turnout devices among all candidate paths is selected as the target path.

[0096] In order to flexibly adapt to different train operation scenarios, the present application determines a target path adapted to the instruction based on the received instruction. Among them, each railway equipment in the vehicle depot has a corresponding route type; the route type includes a train route type and a shunting route type. Scenario 1, train route priority. At this time, when determining the target path, the candidate path that contains only the train route type and the one with the least number of turnout equipment is selected as the target path. Scenario 2, shunting route priority. At this time, when determining the target path, the candidate path that contains only the shunting route type and the one with the least number of turnout equipment is selected as the target path. Scenario 3, train shunting mixed route scenario, at this time, when determining the target path, the candidate path with the least number of turnout equipment is selected as the target path among all candidate paths. Therefore, according to the different needs of the above three scenarios, the present application flexibly adapts the target path corresponding to the needs, while taking into account the convenience of vehicle dispatching operation in the vehicle depot.

[0097] Among them, the display interface of the electronic device can display options for each scenario, that is, the option of scene 1 train route priority, the option of scene 2 shunting route priority, and the scene 3 train shunting mixed route scenario. The user can select in the display interface of the electronic device. If the option of scene 1 train route priority is selected, the electronic device receives the train route priority instruction, and then selects the candidate path containing only the train route type, and the one with the least number of turnout equipment as the target path. If the option of scene 2 shunting route priority is selected, the electronic device receives the shunting route priority instruction, and then selects the candidate path containing only the shunting route type, and the one with the least number of turnout equipment as the target path. If the option of scene 3 train shunting mixed route is selected, the electronic device receives the train shunting mixed route instruction, and then selects the candidate path containing only the shunting route type, and the one with the least number of turnout equipment as the target path.

[0098] Figure 4 A schematic diagram of a process for determining conflicting railway equipment provided for this application includes the following steps:

[0099] S401: Determine the occupied time of each railway equipment in the target path according to the departure time of the train and the travel speed in the vehicle depot;

[0100] S402: Determine, based on the occupied time of each railway equipment in the vehicle depot, the railway equipment that conflicts with the occupation of other trains when running on the target path.

[0101] In the present application, the running speed of each train in the vehicle depot is preset, wherein the running speeds of different trains in the vehicle depot may be the same or different. For each train, the occupied time of each railway equipment in the target path is determined according to the departure time of the train and the running speed of the train in the vehicle depot. The occupied time refers to the time occupied by the train. Then, according to the occupied time of each railway equipment in the vehicle depot, the railway equipment that conflicts with the occupation of other trains when running in the target path is determined. In other words, if a railway equipment in the target path is occupied by two or more trains, and the occupied time overlaps, it is determined that the railway equipment has a conflicting occupation, and at this time, the railway equipment that conflicts with the occupation of other trains when running in the target path is determined. Thereby ensuring the accuracy of determining the railway equipment that conflicts with the occupation of other trains when running in the target path.

[0102] In an optional implementation, adjusting the departure time of the train forward by the conflict time includes:

[0103] Determine the maximum conflict time between the train and other trains in each railway equipment on the target path corresponding to the train; and adjust the departure time of the train forward by the maximum conflict time.

[0104] For example, there are three railway equipments in the target path of the train that conflict with other trains. The maximum time that railway equipment A conflicts with other trains is 5 seconds, the maximum time that railway equipment B conflicts with other trains is 10 seconds, and the maximum time that railway equipment C conflicts with other trains is 12 seconds. At this time, it can be determined that the maximum conflict time with other trains in each railway equipment in the target path corresponding to the train is 12 seconds, and the departure time of the train is adjusted forward by the maximum conflict time of 12 seconds. For example, according to the mainline timetable of the train, the departure time of the train at the starting stop position in the depot is determined to be 5:10:30, and the adjusted departure time can be determined to be 5:10:18.

[0105] It should be noted that in order to ensure the safe operation of trains in the vehicle depot, after each train adjusts its departure time, it can be determined again based on the adjusted departure time of the train and the target path corresponding to the train whether there are any railway equipment that conflicts with other trains when running on the target path. If there are still such conflicts, the departure time will continue to be adjusted. If not, the train will be subsequently controlled to run according to the target path based on the adjusted departure time of the train.

[0106] In order to avoid conflicts in train operation, the maximum conflict time between each railway equipment on the target path corresponding to the train and other trains is determined. Then the departure time of the train is adjusted forward by the maximum conflict time. In other words, if there are multiple conflicting railway equipment on the target path, the conflict time between each railway equipment and other trains is determined respectively, and then the maximum conflict time is selected. The departure time of the train is adjusted forward by the maximum conflict time, which can ensure that all conflicting railway equipment on the target path avoids conflicts, thereby improving the accuracy and safety of train operation control in the vehicle depot.

[0107] Figure 5 The third vehicle depot train operation control process provided by this application is a schematic diagram, and the process includes the following steps:

[0108] S501: Determine the departure time of each train at the starting stop position in the depot according to the main line timetable of each train;

[0109] S502: for each train, according to the departure time of the train and the target path corresponding to the train, determine the railway equipment that conflicts with the occupation of other trains when running on the target path; determine the conflict time according to the occupied time of the railway equipment; and adjust the departure time of the train forward by the conflict time;

[0110] S503: Acquire indicator light information of signal machines of each railway equipment on the target path corresponding to the train;

[0111] S504: judging whether there is a railway equipment with a long-term fault on the target path according to the indicator light information, if yes, proceed to S505, if no, proceed to S506;

[0112] S505: re-determine the target path corresponding to the train from the candidate paths that do not include the railway equipment with the long-term failure, and proceed to S506;

[0113] S506: Controlling the train to run along the target route according to the adjusted departure time of the train.

[0114] In the present application, before controlling the train to run along the target path according to the adjusted departure time of the train, first obtain the indicator light information of the signal of each railway equipment on the target path corresponding to the train, and judge whether there is a railway equipment with a long-term fault on the target path according to the indicator light information of the signal of each railway equipment. It should be noted that if there is a long-term obstacle in the railway equipment, the indicator light information of the signal of the railway equipment includes a light of a color used to characterize the existence of a long-term obstacle. If there is no railway equipment with a long-term fault, the step of controlling the train to run along the target path according to the adjusted departure time of the train is performed. Thereby ensuring the normal operation of the train in the vehicle depot.

[0115] If there are long-term faulty railway equipment on the target path, it is necessary to select the candidate path with the least number of turnout equipment from the candidate paths that do not contain the long-term faulty railway equipment as the target path, and then control the train to run along the reselected target path according to the adjusted departure time of the train, so as to ensure the normal operation of the train in the vehicle depot.

[0116] In an optional implementation, if there is no railway equipment with long-term failure on the target path, before controlling the train to run along the target path according to the adjusted departure time of the train, the method further includes:

[0117] If a high priority operation instruction is received, the indicator lights of the signal machines of the various railway equipment on the target path are controlled to display lights of a preset first color; wherein the lights of the preset first color are used to indicate that the corresponding railway equipment is occupied.

[0118] In this application, if a high-priority operation instruction is received, it means that the train needs to enter the main line first to perform traffic tasks. At this time, the indicator lights of the signal machines of each railway equipment on the target path are controlled to display the preset first color lights used to indicate that the corresponding railway equipment is occupied. In this way, when the train is running in the depot, no other trains will enter and block it, ensuring that the train has priority to enter the main line to perform traffic tasks. The flexibility of the train in the depot entry handling stage is improved.

[0119] In an optional implementation, controlling the train to run along the target path according to the adjusted departure time of the train includes:

[0120] If a low priority operation instruction is received, during the process of controlling the train to run according to the target path according to the adjusted departure time of the train, the indicator light of the signal of the railway equipment currently occupied by the train is controlled to display a preset first color light; wherein the preset first color light is used to indicate that the corresponding railway equipment is occupied; and based on the indicator light information of the signal of the next railway equipment, it is determined whether the next railway equipment has a short-term obstacle; if so, a prompt message for indicating the solution to the short-term obstacle is output; if not, the train runs to the next railway equipment.

[0121] In the present application, if a low-priority operation instruction is received, it means that the priority of the train entering the main line to perform traffic tasks is low. At this time, in the process of controlling the train to run according to the target path according to the adjusted departure time of the train, the indicator light of the signal of the railway equipment currently occupied by the train is used to indicate the preset first color light of the corresponding railway equipment being occupied. The subsequent railway equipment is not displayed for occupation. In addition, it is judged whether the next railway equipment has a short-term obstacle according to the indicator light information of the signal of the next railway equipment. It should be noted that if there is a short-term obstacle in the railway equipment, the indicator light information of the signal of the railway equipment includes a light of the color used to indicate the existence of a short-term obstacle. If so, it may be a temporary occupation of a high-priority train. At this time, a prompt information for representing the solution of the short-term obstacle is output, and the prompt information can be a voice message broadcast by the train's speaker, a light message issued by the train, etc. After waiting for the short-term obstacle to be lifted, it runs to the next railway equipment. If there is no short-term obstacle in the next railway equipment, it can run directly to the next railway equipment at this time. The flexibility of the train in the route handling stage in the vehicle depot is improved.

[0122] In an optional embodiment, after running to the next railway equipment, the method further includes:

[0123] The indicator light of the signal machine of the previous railway equipment that controls the next railway equipment displays a light of a preset second color; wherein the light of the preset second color is used to indicate that the corresponding railway equipment is not occupied.

[0124] In the present application, after the train runs to the next railway equipment, the indicator light of the signal machine of the previous railway equipment controlling the next railway equipment displays a preset second color light for indicating that the corresponding railway equipment is not occupied. In this way, other trains can occupy the previous railway equipment, thereby improving the efficiency of each train running in the vehicle depot and the accuracy of the train running control in the vehicle depot.

[0125] The present application provides a train operation control method for a vehicle depot, the purpose of which is to improve the degree of automation of vehicle depot train receiving and dispatching operations, improve operation accuracy and efficiency, and reduce safety hazards in the field of urban rail transit signal control.

[0126] This application performs time and space path conflict detection during the plan editing stage, prompts conflicting railway equipment and conflict time, and provides a basis for manual plan modification. Automatically plan the path during the dispatching and receiving operations in the yard. When there are short-term obstacles on the preferred path, wait for the obstacles to be removed and then automatically handle the dispatching and receiving operation route. When there are long-term obstacles on the preferred path, the route is automatically changed, and the path is adjusted and the operation route is handled to automatically complete the dispatching and receiving operations. This application improves the automation and efficiency of yard operations by reducing the occurrence of conflicts and automatically resolving conflicts when they occur.

[0127] The technical solution provided by this application has the following advantages: First, through time and space inspection technology, the occupancy of railway equipment in the yard operation route is checked, and the inspection granularity is refined to a single railway equipment in the route, assisting the yard duty officer to accurately adjust the yard operation plan. Second, the system automatically plans the path, supporting three optional scenarios: train route priority, shunting route priority, and mixed train route. Supports automatic avoidance of paths with long-term obstacles, including automatic avoidance of blocked sections, construction areas, and power-off areas. Improve the degree of automation of yard operations. Third, the signal machines of various railway equipment can be controlled from far to near and from near to far during the route handling stage, which improves the efficiency and flexibility of the sending and receiving operations. Fourth, it has status monitoring of the sending and receiving operations, and actively prompts when short-term obstacles occur in the route arrangement stage, and automatically resumes the operation after the obstacles are removed. Reduce manual intervention and ensure operation efficiency. Through this application, on the one hand, the time and space conflicts of the yard operation are avoided, and on the other hand, the system can automatically relieve conflicts due to sudden reasons, reduce manual intervention, and improve the automation and efficiency of the yard operation.

[0128] In this application, the time and space conflict detection of yard operation plans is supported, and the conflicting railway equipment and time are accurately located, which helps yard dispatchers adjust plans.

[0129] The yard operation plan includes the planned start time, starting position, end position, train number, and train type. The equipment from the starting position to the end position is linked into a path, and the start occupancy time and occupancy duration of a single device in the path are calculated based on the planned start time and the expected running speed of the train yard. When a single device is occupied by multiple operation plans in the same time period, the system prompts the conflicting position and conflicting duration, providing a basis for the yard dispatcher to adjust the plan.

[0130] Realize automatic route planning, support train route priority, shunting route priority, and train and shunting mixed route options; support automatic avoidance of routes with long-term obstacles, and improve the degree of automation of yard operations.

[0131] It supports configurability based on whether to support differentiated needs of cities and lines such as train route priority and mixed train dispatching modes, which improves the applicability of the system and is conducive to project implementation.

[0132] Automatic path rules avoid paths with long-term obstacles such as blocked sections, construction sections, and power outage areas, and select other effective paths for field operations. This ensures the timeliness of operations and allows operations to be executed as planned.

[0133] Supports the management strategy from far to near and from near to far to improve operational efficiency and flexibility.

[0134] The system automatically processes routes for field operations, and can configure route processing strategies from far to near or from near to far, controlling the arrangement order of routes to avoid affecting operation efficiency due to the lack of opening conditions for some routes.

[0135] Supports real-time monitoring of operation status. The operation execution stage includes the route not processed (for example, the indicator light of the signal machine is not on), the signal is open (for example, the indicator light of the signal machine is on, indicating that the railway equipment is occupied), the route is in use (for example, the indicator light of the signal machine shows the color used to represent occupation), and the route is completed (for example, the indicator light of the signal machine is not on). It is convenient for the yard duty officer to grasp the operation progress in real time.

[0136] When a short-term obstacle occurs during the route processing phase, an active prompt will be given, and the route processing operation will be automatically resumed after the obstacle is removed.

[0137] The train operation control process of the vehicle depot provided in this application is explained below with reference to the accompanying drawings.

[0138] In the related technology, when the yard manually edits the operation plan, the conventional practice is to only check whether the vehicle group number is repeatedly scheduled for operation; check whether there is any overlap between the start time and the end time of different operation plans; and check whether the starting position and the end position of the operation plan meet the conditions for receiving and sending vehicles. When there are shunting routes and train routes in the yard's inbound and outbound operations, the operation plan needs to be decomposed to complete the shunting route operation first and then the train route operation. Or complete the train route operation first and then the shunting route operation. When a conflict occurs during the execution of the yard operation plan, the yard duty officer needs to manually intervene to handle the conflict and manually complete the operation.

[0139] In order to solve the above technical problems, the present application provides a train operation control method for a vehicle depot, which consists of conflict detection in the planning stage, automatic rule path, route multi-strategy handling, operation status monitoring and prompting.

[0140] Figure 6 A train operation control flow chart for a vehicle depot provided in this application includes the following steps:

[0141] S601: Prepare an operation plan, specify the operation vehicle group number, start time, start position, end position, etc.;

[0142] The starting position may be the starting stop position of the train in the depot, and the ending position may be the switch rail connecting the depot and the main line. Or in the train collection stage, that is, when the train returns to the depot from the main line, the starting position may be the switch rail, and the ending position may be the parking position of the train in the depot. The operation control process of the train departing from the depot and the control process of the train collecting from the main line to the depot are the same in principle, and will not be described in detail in this application.

[0143] S602: Plan detection, including whether the vehicle group number is repeatedly scheduled for operation and whether the starting position and the ending position are reachable;

[0144] S603: Planned time and space detection, detecting the conflict of railway equipment resources in the path from the starting position to the end position, and prompting to adjust the operation plan;

[0145] S604: The plan starts to automatically plan the path, plans the path according to the line configuration strategy, and automatically avoids long-term obstacles;

[0146] S605: Arrange the routes according to the path segments and process the routes according to the configuration strategy;

[0147] S606: Monitor the operation status, and give a prompt when a short-term obstacle occurs. After the short-term obstacle is eliminated, the route processing operation will be automatically restored.

[0148] It supports time and space conflict detection of field operation plans, accurately locates conflicting equipment and time, and helps field dispatchers adjust plans.

[0149] The yard operation plan includes the planned start time, starting position, end position, train number, and train type. The railway equipment passing through the starting position and the end position is connected as a path. The start occupancy time, occupancy duration, and end occupancy time of a single railway equipment in the path are calculated based on the planned start time and the expected running speed of the train yard, combined with the length of the railway equipment.

[0150] When a single railway equipment is occupied by trains with multiple operation plans in the same time period, the conflict location and conflict duration will be prompted, providing a basis for the yard attendant to adjust the plan.

[0151] Figure 7 The schematic diagram of railway equipment conflict detection provided for this application is as follows: Figure 7As shown, the route equipment and occupation time, plan one passes through 8G→DC3→DC5→6G→DC3→DC1→2AG. Plan two passes through 7G→DC7→DC1→5G→DC7→DC1→1AG. If the start time of plan one and plan two are the same, it will be prompted that the plans conflict at DC1. Plan one DC1 start occupation time, occupation time, end occupation time, plan two DC1 start occupation time, occupation time, end occupation time. If the conflict time is determined to be 30 seconds, the field duty officer can adjust the start time of plan one and plan two by 30 seconds according to the prompt information to resolve the conflict.

[0152] Figure 8 The schematic diagram of the path planning process provided for this application is as follows: Figure 8 As shown, match the planned destination; determine the path search mode, including priority search of train route combinations, priority search of shunting route combinations and mixed search of train shunting routes; determine the list of paths to the destination; obtain valid paths; determine whether there is a valid path, if not, prompt the operation that there is no valid path, if so, determine whether there is a long-term obstacle, if there is a long-term obstacle, regain the valid path, if there is no long-term obstacle, establish a route scheduling task.

[0153] This application realizes automatic path planning, supports train route priority, shunting route priority, and train shunting mixed mode options; supports automatic avoidance of paths with long-term obstacles, and improves the degree of automation of yard operations.

[0154] It supports configurability based on whether to support differentiated needs of cities and lines such as train route priority and mixed train dispatching modes, which improves the applicability of the system and is conducive to project implementation. Fig. 9 This is a schematic diagram of the planning path in the mixed route mode of the train dispatching provided in this application. Fig. 9 As shown, the railway equipment of 4AG, 4BG, 3AG, 3BG, 2AG, 2BG, 1AG, and 1BG are shunting route types; the railway equipment of DC1, DC5, DC3, DC7, 5G, 6G, 7G, and 8G are train route types; the train shunting mixed route mode supports taking 3BG as the starting position and directly planning the path to 8G.

[0155] Fig.10 The schematic diagram of the planned path when there are long-term obstacles provided for this application, the automatic path rules avoid the paths with long-term obstacles such as blocked sections, construction sections, and power outage areas, and select other effective paths for field operations. Ensure the timeliness of the operation and make the operation executed as planned. Fig.10 As shown, when there are long-term obstacles such as construction at 6G in the preferred path, the path is automatically changed via 5G to the planned destination.

[0156] This application supports the route handling strategies from far to near and from near to far to improve work efficiency and flexibility. The system automatically handles the path for the yard operation, and can configure the route handling strategies from far to near and from near to far to control the arrangement order of the routes to avoid affecting the work efficiency due to the lack of opening conditions for some routes. The route handling strategy from far to near is suitable for the case where the operation plan has a higher priority. It opens the route directly to the destination for the plan to ensure the smooth completion of the plan. The route handling strategy from near to far is suitable for yard operations with high efficiency requirements. It can give priority to opening the front route for the train, reduce the length of time the train locks the route, and improve the yard operation efficiency. This application supports the automatic resumption of route handling after short-term obstacles are removed. During the route handling stage, when there are short-term obstacles such as the garage door not being opened, the first section of the route being locked, the switch being locked, and the route being manually controlled, an active prompt will be given, and the route handling task will be automatically resumed after the obstacle is removed.

[0157] Real-time monitoring of operation status. The operation execution stages include the status of route not processed, signal open, route in use, and route use completed. It is convenient for the on-duty personnel of the yard to grasp the operation progress in real time.

[0158] Fig.11 The flowchart of the process stages provided for this application is as follows: Fig.11 As shown, establish a route arrangement task; determine whether there is a short-term obstacle. If so, wait for the short-term obstacle to be overcome. When it is determined that there is no short-term obstacle, process the route; at this time, the route is locked and the signal is opened; the train enters the route and the route is in use; the train arrives at the destination and the route use is completed.

[0159] Fig.12 The structural diagram of the train operation control device of the vehicle depot provided for this application includes:

[0160] A determination module 121, for determining the departure time of each train at the starting stop position in the vehicle depot according to the main line timetable of each train;

[0161] The control module 122 is used to determine, for each train, the railway equipment that conflicts with the occupancy of other trains when running on the target path based on the departure time of the train and the target path corresponding to the train; determine the conflict time based on the occupied time of the railway equipment; adjust the departure time of the train forward by the conflict time; and control the train to run according to the target path based on the adjusted departure time of the train.

[0162] The control module 122 is used to determine each candidate path of the train from the starting parking position to the switching track; determine the number of turnout devices contained in each candidate path; and select the candidate path containing the least number of turnout devices as the target path.

[0163] The control module 122 is used to obtain the route type corresponding to each railway equipment in the vehicle section; wherein the route type includes a train route type and a shunting route type; if a train route priority instruction is received, the candidate path containing only the train route type and having the least number of turnout devices is selected as the target path; if a shunting route priority instruction is received, the candidate path containing only the shunting route type and having the least number of turnout devices is selected as the target path; if a train shunting mixed route instruction is received, the candidate path containing only the shunting route type and having the least number of turnout devices is selected as the target path.

[0164] The control module 122 is used to determine the occupied time of each railway equipment in the target path according to the departure time of the train and the travel speed in the vehicle depot; and determine the railway equipment that conflicts with the occupancy of other trains when running in the target path according to the occupied time of each railway equipment in the vehicle depot.

[0165] The control module 122 is used to determine the maximum conflict time between the train and other trains in each railway equipment on the target path corresponding to the train; and adjust the departure time of the train forward by the maximum conflict time.

[0166] The control module 122 is also used to determine whether there is a long-term faulty railway equipment on the target path corresponding to the train based on the indicator light information of the signal lights of each railway equipment on the target path corresponding to the train. If not, control the train to run along the target path according to the adjusted departure time of the train.

[0167] The control module 122 is further configured to re-determine the target path corresponding to the train from candidate paths that do not include the railway equipment with the long-term failure.

[0168] The control module 122 is also used to control the indicator lights of the signals of each railway equipment on the target path to display a preset first color light if a high priority operation instruction is received; wherein the preset first color light is used to indicate that the corresponding railway equipment is occupied.

[0169] The control module 122 is used for, if a low priority operation instruction is received, controlling the train to run according to the target path according to the adjusted departure time of the train, controlling the indicator light of the signal of the railway equipment currently occupied by the train to display a preset first color light; wherein the preset first color light is used to indicate that the corresponding railway equipment is occupied; and judging whether the next railway equipment has a short-term obstacle based on the indicator light information of the signal of the next railway equipment; if yes, outputting prompt information for indicating the solution of the short-term obstacle, and if not, running to the next railway equipment.

[0170] The control module 122 is further used to control the indicator light of the signal of the previous railway equipment of the next railway equipment to display a light of a preset second color; wherein the light of the preset second color is used to indicate that the corresponding railway equipment is not occupied.

[0171] The present application also provides an electronic device, such as Fig.13 As shown, it includes: a processor 131, a communication interface 132, a memory 133 and a communication bus 134, wherein the processor 131, the communication interface 132, and the memory 133 communicate with each other through the communication bus 134;

[0172] The memory 133 stores a computer program, and when the program is executed by the processor 131, the processor 131 executes any of the above method steps.

[0173] The communication bus mentioned in the above electronic device can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The communication bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, only one thick line is used in the figure, but it does not mean that there is only one bus or one type of bus.

[0174] The communication interface 132 is used for communication between the above electronic device and other devices.

[0175] The memory may include a random access memory (RAM) or a non-volatile memory (NVM), such as at least one disk memory. Optionally, the memory may also be at least one storage device located away from the aforementioned processor.

[0176] The above-mentioned processor can be a general-purpose processor, including a central processing unit, a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit, a field programmable gate array or other programmable logic device, a discrete gate or transistor logic device, a discrete hardware component, etc.

[0177] The present application also provides a computer storage readable storage medium, wherein the computer readable storage medium stores a computer program executable by an electronic device, and when the program runs on the electronic device, the electronic device implements any of the above method steps when executing.

[0178] Although the preferred embodiments of the present application have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications falling within the scope of the present application.

[0179] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A train operation control method for a vehicle depot, characterized in that: The method comprises: Determine the departure time of each train at the starting stop position in the depot according to the main line timetable of each train; For each train, if the railway equipment that conflicts with the occupation of other trains while running on the target path is determined based on the departure time of the train and the target path corresponding to the train; the conflict time is determined based on the occupied time of the railway equipment; the departure time of the train is adjusted forward by the conflict time; and the train is controlled to run according to the target path based on the adjusted departure time of the train.

2. The method according to claim 1, characterized in that The process of determining the target path corresponding to the train includes: Determining candidate paths for the train from the initial parking position to the switching track; The number of turnout devices included in each of the candidate paths is determined respectively; and the candidate path including the least number of turnout devices is selected as the target path.

3. The method according to claim 2, characterized in that The selecting of the candidate path with the least number of turnout devices as the target path comprises: Obtaining the route type corresponding to each railway equipment in the vehicle depot; wherein the route type includes a train route type and a shunting route type; If a train route priority instruction is received, the candidate route that contains only the train route type and has the least number of turnout devices is selected as the target route; If a shunting route priority instruction is received, the candidate route with the least number of turnout devices among all candidate routes that only include shunting route types is selected as the target route; If a mixed-route command is received, the path with the least number of turnout devices among all candidate paths is selected as the target path.

4. The method according to claim 1, characterized in that The process of determining railroad equipment that conflicts with other train occupancy when operating in the target path includes: Determining the occupied time of each railway equipment in the target path according to the departure time of the train and the travel speed in the vehicle depot; According to the occupied time of each railway equipment in the vehicle segment, the railway equipment which conflicts with the occupation of other trains when running on the target path is determined.

5. The method according to claim 1, characterized in that Adjusting the departure time of the train forward by the conflicting time includes: Determine the maximum conflict time between the train and other trains in each railway equipment on the target path corresponding to the train; and adjust the departure time of the train forward by the maximum conflict time.

6. The method according to claim 1, characterized in that Before controlling the train to run according to the target path according to the adjusted departure time of the train, the method further includes: According to the indicator light information of the signal lights of each railway equipment on the target path corresponding to the train, it is determined whether there is any railway equipment with long-term failure on the target path. If not, the steps of controlling the train to run according to the target path are performed according to the adjusted departure time of the train.

7. The method according to claim 6, characterized in that If there is a long-term faulty railway equipment on the target path, the method further includes: The target path corresponding to the train is re-determined from candidate paths that do not include the railway equipment with long-term failure.

8. The method according to claim 6, characterized in that If there is no railway equipment with long-term failure on the target path, before controlling the train to run along the target path according to the adjusted departure time of the train, the method further includes: If a high priority operation instruction is received, the indicator lights of the signal machines controlling the various railway equipment on the target path display lights of a preset first color; wherein the lights of the preset first color are used to indicate that the corresponding railway equipment is occupied.

9. The method according to claim 1 or 6, characterized in that: Controlling the train to run along the target path according to the adjusted departure time of the train includes: If a low priority operation instruction is received, during the process of controlling the train to run according to the target path according to the adjusted departure time of the train, the indicator light of the signal of the railway equipment currently occupied by the train is controlled to display a preset first color light; wherein the preset first color light is used to indicate that the corresponding railway equipment is occupied; and based on the indicator light information of the signal of the next railway equipment, it is determined whether the next railway equipment has a short-term obstacle; if so, a prompt message for indicating the solution to the short-term obstacle is output; if not, the train runs to the next railway equipment.

10. The method according to claim 9, characterized in that After running to the next railway equipment, the method further includes: The indicator light of the signal machine of the previous railway equipment that controls the next railway equipment displays a light of a preset second color; wherein the light of the preset second color is used to indicate that the corresponding railway equipment is not occupied.

Images