Degradation route operation control method based on section passing mode

Abstract

The invention discloses a degradation route operation control method based on a section passing mode, and the method comprises the following steps: S1, receiving a degradation route request, and obtaining each section meeting the degradation route request; s2, sub-routes are divided according to the passing mode of each section, and sub-route information of each section is obtained; s3, according to the sub-route information of each section, obtaining an allowable section allowing route handling; and S4, when the allowed section meets the communication requirement of the downgrade route directed graph, downgrade route handling is conducted according to the allowed section, and the train is controlled to run in a downgrade mode. The method has the beneficial effects that only the target position of the degradation route needs to be determined, whether the train degradation operation from the initial point to the target point can be established or not can be judged according to the sub-route allowing locking state of each section between the initial position of the train and the target position of the train, so that the corresponding degradation route is established; the accuracy of output of the degradation operation strategy can be ensured, and the method does not depend on the arrangement of the signal machine.

Description

Technical Field

[0001] The present application relates to the technical field of train degraded route operation, and in particular to a degraded route operation control method based on a section passage mode. Background Art

[0002] In a normally operating CBTC (communication-based train control) train, if the system is degraded due to communication failure or other technical problems during inter-station operation, the driver must immediately contact the dispatcher to ensure the safe operation of the train. The dispatcher will be responsible for handling the downgraded signal route for the train or demarcating a specific blockade range. In this case, the driver needs to switch the train to the RM (restricted mode) manual driving mode and drive the train to the designated safe location according to the instructions of the dispatcher. This process requires close cooperation between the driver and the dispatcher to ensure that the train can arrive at the designated location safely and orderly in the case of system degradation.

[0003] However, when a train is downgraded between stations, there is often no signal in a certain range ahead. At this time, the area that needs to be blocked is larger, and by blocking sections one by one, there are more objects to be operated. A no-axle counting scheme has been proposed. Except for the turnout indicator, no signal will be arranged on the line. In this scenario, it will become more cumbersome to schedule a route for the downgraded train to exit operation. At the same time, when the blockade range is large, it will also have a considerable impact on the normally operating trains, reducing the organizational efficiency of the operation.

[0004] The Chinese patent "A train handover method suitable for resource route to interlocking route", publication number: CN113954928A, publication date: January 21, 2022, specifically discloses the method including: after receiving the train route setting command, the OBC checks that the exit signal is not licensed and applies for resource reservation, completes the entry route locking, calculates the mobile authorization and sets the end point as the entry route end point, handles the depot route, and opens the depot entry signal after the route is locked; the train completely enters the conversion track in CBTC mode, and after confirming the downgrade to RM, releases all resources in the route, requests cancellation from OC after the resources are completely released, disconnects from OC after receiving the cancellation response from OC, completes the train downgrade, and manually protects the train from entering the depot with RM. In this scheme, the ATS sends a command to the OC, the interlocking part of the OC locks the route, the resource part reserves the driving resources / ancillary resources, and the OC interlocking business is processed. When the route is locked, the route needs to include the starting signal and the terminal signal. This solution mainly checks and processes whether the route can be processed through resource card control and signal inspection status, which still depends on the layout and normal use of signal machines.

[0005] The Chinese patent "A method for designing a protective route", publication number: CN113954928A, publication date: January 21, 2022, specifically discloses the following steps: 1) The current protective route is in an unlocked state, and the interval or route direction where the protective route trigger section is located has been established, and immediately determine whether the direction of the protective route trigger section is consistent with the protective route; 2) Determine whether other establishment adjustments of the protective route are met, and if so, trigger the command to establish the protective route; 3) Trigger and establish the protective route, ensure that the section within the scope of the protective route cannot be a hostile direction or a conflicting protective route and lock it, etc. This scheme is a design scheme for the protective route, which requires pre-determining the protective route, and realizing that the establishment of the protective route can only be executed when the interval or route direction where the protective route trigger section is located has been established, which is relatively complicated. Summary of the invention

[0006] In view of the fact that the operation of degraded routes in the prior art depends on the arrangement and normal operation of signal machines, the present application provides a degraded route operation control method based on the section traffic mode. It only needs to determine the target position of the degraded route, and can determine whether it is possible to establish a degraded train operation that meets the requirements from the initial point to the target point based on the allowed locking state of the sub-routes in each section between the initial position of the train and the target position of the train, thereby establishing a corresponding degraded route. This method can ensure the accuracy of the degraded operation strategy output, and is not dependent on the arrangement of signal machines. At the same time, the steps are simple and the scope of application is wider.

[0007] To achieve the above technical purpose, the present application provides a technical solution, which is a degraded route operation control method based on the section traffic mode, comprising the following steps: S1: receiving a degraded route request, and obtaining each section that meets the degraded route request; S2: Divide the sub-routes according to the traffic mode of each section and obtain the sub-route information of each section; S3: Obtain the allowed sections for the routes based on the sub-route information of each section; S4: When the allowed sections meet the connectivity requirements of the downgraded route directed graph, the downgraded route is processed according to the allowed sections to control the downgraded operation of the train.

[0008] Furthermore, the S1 also includes: receiving a downgrade route request, and obtaining an initial train position and a target train position according to the downgrade route request; and obtaining each section between the initial train position and the target train position.

[0009] Furthermore, the division of sub-routes according to the traffic modes of each section includes: when the section is a section without switches, the entire section is divided into one sub-route; when the section is a section containing switches, the entire section is divided into several sub-routes corresponding to each direction combination of the switches.

[0010] Furthermore, the method of obtaining the allowed sections for the access according to the sub-access information of each section includes: obtaining the sub-access locking status of each section according to the sub-access information of each section, and when the sub-access locking status is allowed to be locked, the corresponding section will be used as the allowed section for the access.

[0011] Furthermore, the sub-route locking status of each section is obtained based on the sub-route information of each section, including: if the sub-route occupancy information is occupied, the sub-route locking status is not allowed to lock; if the sub-route locking status is locked, the sub-route locking status is not allowed to lock; if the sub-route switch information is locked, the sub-route locking status is not allowed to lock; if the sub-route occupancy information is not occupied, the sub-route locking status is not locked, and the sub-route switch information is not locked, the sub-route locking status is allowed to lock.

[0012] Furthermore, the S1 also includes: constructing a downgrade path directed graph according to the downgrade path request.

[0013] Furthermore, constructing a degraded route directed graph according to the degraded route request includes: taking the endpoints of each section as vertices, taking the train travel direction as directed edges, and constructing the degraded route directed graph with the vertices and directed edges.

[0014] Furthermore, constructing a downgraded route directed graph according to the downgraded route request also includes: using a running direction from an initial position of the train to a target position of the train as a traveling direction of the train.

[0015] Furthermore, the obtaining of the sub-route locking status of each section according to the sub-route information of each section also includes: when all sub-route locking directions of the sub-route are not locked, the sub-route locking status is unlocked.

[0016] Furthermore, it also includes: S5: based on the real-time running status of the train, perform three-point checks, release the locked status of the occupied and cleared sub-routes in turn, and update the sub-route information.

[0017] The beneficial effects of the present application are as follows: by reducing the downgrade route from signal to signal, reducing the scope to a certain section, and then connecting the sections to form a directed graph-type downgrade route, the train is effectively prevented from relying on the signal layout when downgrading. At the same time, by locking the sub-route of a single section, conflicts during train operation are avoided. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 This is a flow chart of the degraded route operation control method based on the section traffic mode of this application.

[0019] Figure 2 This is a schematic diagram of a downgrade path in an embodiment of the present application. Figure 1 .

[0020] Figure 3 This is a schematic diagram of a downgrade path in another embodiment of the present application. Figure 2 . DETAILED DESCRIPTION

[0021] In order to make the purpose, technical solutions and advantages of the present application more clear, the present application is further described in detail below in conjunction with the drawings and examples. It should be understood that the specific implementation method described here is only an optimal embodiment of the present application, which is only used to explain the present application and does not limit the scope of protection of the present application. All other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present application.

[0022] like Figure 1 As shown, as the first embodiment of the present application, the degraded route operation control method based on the section traffic mode includes the following steps: S1: receiving a downgrade route request and obtaining each section that satisfies the downgrade route request; S2: Divide the sub-routes according to the traffic mode of each section, and obtain the sub-route information of each section; S3: Obtain the allowed sections for handling the access according to the sub-access information of each section; S4: When the allowed section meets the connectivity requirements of the downgraded route directed graph, the downgraded route is handled according to the allowed section to control the downgraded operation of the train.

[0023] In this embodiment, each section that meets the downgrade route request is obtained, and the moving path of the train between different sections is accurately obtained in units of sections, and then the sub-routes are divided according to the passage mode of each section, and the sub-route information is used to determine whether the route is allowed to be processed, so as to determine whether the section is passable. When the allowed section meets the downgrade route directed graph connectivity requirements, the downgrade route processing is performed according to the allowed section to realize the downgraded operation of the train. In this way, the downgraded route is reduced from signal to signal, the range is reduced to a certain section, and then the sections are linked to each other to form a downgraded route in the form of a directed graph, avoiding the dependence of the train on the signal layout when the downgraded operation is carried out, and at the same time, the flexibility of the train's operation path adjustment in the downgrade mode is improved, and the operation safety of the train is improved.

[0024] The downgrade route request at least includes the initial position of the train and the target position of the train. The initial position of the train is usually obtained according to the current position of the train, and the target position of the train is the target point of the downgrade operation. At this time, step S1 also includes: Receive a downgrade route request, and obtain the train initial position and train target position according to the downgrade route request; Get each section between the train's initial position and the train's target position.

[0025] All sections that the train may pass through from its initial position to its target position are taken as sections that satisfy the downgraded route request, so that the sections calculated subsequently are the line segments that may need to be passed through, reducing unnecessary section calculations, improving efficiency and ensuring accuracy.

[0026] The sub-routes are divided according to the traffic patterns of each section, including: When the section is a non-branched section, the entire section is divided into a sub-route; When the section includes a turnout, the entire section is divided into a number of sub-routes corresponding to each direction combination of the turnout.

[0027] For a section without turns, since it only contains one mode of passage, the entire section is directly divided into one sub-route. For a section with turns, the section is divided into multiple sub-routes according to the direction combination of the turns. Each sub-route corresponds to a specific position combination of the turns (such as fixed or reverse position).

[0028] The allowed sections for obtaining the allowed routes based on the sub-route information of each section include: The sub-access locking status of each section is obtained according to the sub-access information of each section. When the sub-access locking status is allowed to be locked, the corresponding section will be used as the allowed section for access processing.

[0029] Sub-route information at least includes sub-route occupancy information, sub-route locking status, and sub-route turnout information. Obtaining the sub-route locking status of each section based on the sub-route information of each section includes: If the sub-route occupancy information is occupied, the sub-route locking status is not allowed to lock; If the sub-route locking status is locked, the sub-route locking condition is not allowed to lock; If the sub-route turnout information is locked, the sub-route locking status is not allowed to lock; If the sub-route occupancy information is not occupied, the sub-route locking status is not locked, and the sub-route switch information is not locked, then the sub-route locking status is allowed to be locked.

[0030] In this embodiment, only when the sub-route is not occupied, locked, and the turnout is not locked, is the current train allowed to lock the relevant sub-route when it is downgraded. The turnout unlocked state is the turnout operable state, such as not single locked. By obtaining whether the sub-route is occupied or locked by other trains, it is determined whether the downgraded train can pass through the relevant sub-route normally, thereby ensuring that the sub-route allowed to be locked can ensure the normal operation of the train and ensure the safety of the train operation.

[0031] The allowed section at least includes the sub-routes that are allowed to be locked. At this time, when the allowed section meets the connectivity requirements of the downgraded route directed graph, the downgraded route is processed according to the allowed section to control the train to run in a downgraded manner. At this time, it is judged whether the connectivity requirements from the initial position of the train to the target position of the train can be achieved according to the connectivity status of each sub-route. If so, it is considered that the downgraded route can be processed. At this time, the downgraded route is processed according to the allowed section. If not, it is considered that the downgraded route cannot be processed and an alarm prompt is executed.

[0032] As a second embodiment of the present application, step S1 further includes: Construct a downgrade route directed graph based on the downgrade route request.

[0033] Constructing a downgrade route directed graph according to the downgrade route request includes: The endpoints of each section are used as vertices, the train travel direction is used as the directed edge, and the vertices and directed edges are used to construct a downgrade route directed graph.

[0034] A directed graph is a graph structure consisting of vertices and directed edges. Each directed edge points from one vertex to another vertex, representing a one-way relationship or path. By presenting the downgraded route that meets the downgraded route request in the form of a directed graph, and using the one-way connectivity of the directed graph to present the one-way operation of the train, all paths that can complete the downgraded operation from the initial position of the train to the target position of the train can be accurately obtained. Therefore, when the connectivity state of the sub-route that is allowed to be locked meets any pass path in the downgraded route directed graph, the current route is considered to be available.

[0035] In this embodiment, constructing a downgrade path directed graph according to the downgrade path request further includes: The running direction from the initial position of the train to the target position of the train is used as the running direction of the train.

[0036] The endpoints of all sections between the train's initial position and the train's target position are taken as vertices.

[0037] At this time, step S1 also includes: According to the downgrade route directed graph, each section that meets the downgrade route request is obtained.

[0038] By first constructing a degraded route directed graph with the endpoints of all sections between the train's initial position and the train's target position as vertices, the moving path of the train between different sections is obtained based on the degraded route directed graph, and the feasible path of the train from the train's initial position to the train's target position is obtained. Each section in the feasible path is used as each section that meets the degraded route request, thereby eliminating sections that are between the train's initial position and the train's target position but are not connected to the remaining sections to construct a complete route, reducing the amount of calculation for subsequent sections, improving efficiency and ensuring the accuracy of the degraded route output.

[0039] Of course, in other embodiments, in step S4, a downgraded route directed graph may be constructed with the allowed section to determine whether the connectivity requirements of the downgraded route directed graph are met. If so, the downgraded route is processed according to the allowed section; if not, an alarm prompt is executed.

[0040] The allowed section at least contains the sub-routes that are allowed to be locked. The allowed section will be connected head to tail according to the actual position. If the connected allowed section can meet the downgraded operation of the train from the initial position of the train to the target position of the train, then the allowed section is considered to meet the connectivity requirements of the downgraded route directed graph. The connected allowed section can meet the downgraded operation of the train from the initial position of the train to the target position of the train. At this time, the downgraded route can be processed. The sub-routes in the corresponding allowed sections are called to construct the downgraded route directed graph, and the remaining allowed sections are eliminated. When there are two allowed sections that meet the connectivity requirements of the downgraded route directed graph, two downgraded route directed graphs can also be output accordingly for the operator to choose.

[0041] As the third embodiment of the present application, considering the turnaround and two-way operation scenarios, the sub-route locking state also includes the sub-route locking direction, as with the up / down locking of the traditional signal route locking. The sub-route locking state of each section is obtained according to the sub-route information of each section, and also includes: When all the sub-access locking directions of a sub-access are unlocked, the sub-access locking status is unlocked.

[0042] The locking direction of the sub-route includes upward locking and downward locking. When the train is traveling downward from the initial position to the target position, all sub-routes need to be able to perform downward locking to ensure the connectivity of the downgraded route. When other trains have achieved upward locking in a certain section, the corresponding section cannot achieve downward locking. At this time, the locking status of the corresponding sub-route is also considered to be locked, avoiding train conflicts and improving the safety of train travel.

[0043] In other embodiments, obtaining the sub-route locking status of each section according to the sub-route information of each section also includes: When the locking direction of any sub-route in the section is locked, the locking status of any sub-route is locked.

[0044] At this time, as long as one of the locking directions of any sub-route in the section is locked, all sub-routes are considered locked. For example, if there are two sub-routes in a section, and one of them is locked upward, then the sub-route and the other sub-route are considered locked, thereby avoiding train collisions at the end of the section and further improving train operation safety.

[0045] In this embodiment, the degraded route operation control method based on the section traffic mode also includes: S5: Based on the real-time running status of the train, perform three-point checks, release the locked status of the occupied and cleared sub-routes in turn, and update the sub-route information.

[0046] The three-point inspection includes locking inspection, occupancy inspection and clearance inspection. A locking inspection is performed before the train enters the sub-route to confirm that the route or switch is already in a locked state to prevent accidental conversion during use; an occupancy inspection is performed when the train is traveling on the sub-route. If the section is occupied, it means that a train is traveling on the route or switch. At this time, it cannot be unlocked to prevent the train from encountering unexpected signal changes during travel; after the train has completely passed the section where the route or switch is located, the system needs to perform a clearance inspection to confirm that the train has completely left the section and has not left any obstacles that may affect the operation of subsequent trains. Only when all three-point inspections are met, the locking status of the occupied and cleared sub-routes will be released in turn, the route or switch will be restored to an unlocked state, and the sub-route locking status will be updated, ready to receive the next route command or perform other operations.

[0047] As the fourth embodiment of the present application, a specific embodiment is provided for illustration. Figure 2 As shown, the section configuration in the data corresponds to the sub-route, the section without fork is referred to as SUB_section equipment name (such as SUB_T0105), and the section with fork is referred to as SUB_section name_turnout position (such as SUB_ST0111_W0101_N, including the positioning line segment and turnout tip line segment of section ST0111). Single train B is downgraded in section T0105 within the interval, MAL cancellation is recovered, and the driver stops and waits for the dispatcher's command.

[0048] A. In the ATS interface, the dispatcher drags the train to the corresponding signal PS0106 and outputs a downgrade route request. The ATS program calculates the sub-routes according to the train initial position and train target position in the downgrade route request, including SUB_T0105, SUB_T0107, SUB_T0109, SUB_ST0111_W0101_N, and SUB_T0113.

[0049] B. ATS queries the status of related sub-routes according to the locking status of sub-routes allowed in periodic communication with interlocking. If the related sub-routes are not occupied, not locked, and the turnout is operable (not single locked, etc.), the status sent by interlocking to ATS is locking allowed.

[0050] C. The sub-routes of SUB_T0107, SUB_T0109, SUB_ST0111, and SUB_T0113 are allowed to be locked, SUB_T0107, SUB_T0109, SUB_ST0111, and SUB_T0113 are allowed sections, SUB_T0107, SUB_T0109, SUB_ST0111, and SUB_T0113 are connected to each other and can be locked downward to achieve connectivity from the initial position of the train to the target position of the train. Then, downgraded route processing is performed for SUB_T0107, SUB_T0109, and SUB_T0113. At this time, ATS sends a sub-route locking command to the interlocking, and the interlocking locks the relevant sub-routes according to the sub-route locking request command sent by ATS. At the same time, whether the corresponding sub-route is allowed to be locked is sent to other subsystems such as ATS and ZC, and the locking status of the corresponding sub-route is not allowed, and the locking status of the relevant sub-route is updated to ATS.

[0051] D. ATS receives the sub-route locking status sent by the interlocking and displays it in the interface.

[0052] E. The dispatcher notifies the train to move forward. As the train moves, the interlocking passes the three-point inspection, releases the locked status of the occupied and cleared sub-routes in turn, and updates the sub-routes' allowed locking status to ATS and ZC as idle and allowed to be locked.

[0053] F. For the rear CBTC train A, when car B has not processed the downgrade route, VB is occupied and MAL can only reach the rear of car B. After the downgrade route is processed, as train B moves, the interlocking updates the idle state of the sub-route, VB moves, and MAL extends forward.

[0054] G. For the train ahead, C, after downgrading the route for B, the relevant sub-route is locked. ZC receives the sub-route locking status sent by the interlocking, and MAL cannot extend to the line segment where the locked sub-route is located. C cannot enter the section SUB_T0113.

[0055] In other cases, if any sub-route is not allowed to be locked, such as the W0101_N turnout is locked in reverse and cannot be moved to the position, resulting in SUB_ST0111 being unable to be locked downward, the downgraded route directed graph cannot be connected from the starting point to the target point, and the corresponding downgraded sub-route fails to be processed, an alarm prompt will be given.

[0056] like Figure 3As shown, in the two-way operation scenario, the relevant sub-routes of SUB_T0107, SUB_T0109, SUB_ST0111, and SUB_T0113 can be locked downwards respectively, and the downward locking can be successfully performed before they can be connected. If the downgraded route to the platform SUB_PF0101 has been processed for car C, the relevant sub-routes of SUB_T0113 are locked upwards. If the downgraded route to the platform SUB_PF0101 is processed for car B, SUB_T0113 cannot meet the downgrade locking conditions and cannot meet the requirements of connecting the train's initial position to the train's target position. The route processing fails, and only the downgraded route to the end of SUB_ST0111 (the far right) can be processed.

[0057] When the sub-route does not meet the locking conditions, the interlocking sends the ATS the lock-allowed status code that does not allow locking. At this time, the route processing fails, and the downgraded route processing failure result is displayed in the ATS operation stack. According to the status of related equipment, the reason for failure is displayed to prompt the operator to make adjustments.

[0058] In this embodiment, the ATS-interlocking exchanges whether the sub-route is allowed to be locked, and then the locking is sent according to the corresponding sub-route to improve the accuracy of the downgrade route handling. And by checking whether the sub-route is allowed to be locked between the ZC-interlocking, the MAL is not allowed to extend to the line segment where the locked sub-route is located, ensuring that the downgraded operation of the train will not conflict with other trains, thereby improving safety.

[0059] This application is a processing under the traditional CBTC architecture. The system consists of ZC, CC, ATS, and CBI (interlocking). The corresponding scenario is the processing when the ZC fails or the route is handled for a non-CBTC train. It does not involve resource processing and does not rely on the arrangement of signal machines. It is connected head to tail through sub-routes (the way through the section) to form a travel range, connecting the initial position of the train to the target position of the train. It mainly determines whether the sub-route meets the locking conditions, and passes the relevant content to ZC and ATS to check the handling conditions of the downgraded route, MAL protection, etc., while ensuring accuracy, reducing signal dependence and expanding the scope of application.

[0060] The specific implementation method described above is a preferred implementation method of the degraded route operation control method based on the section traffic mode of the present application, and is not intended to limit the specific implementation scope of the present application. The scope of the present application includes but is not limited to the specific implementation method. All equivalent changes made in accordance with the shape and structure of the present application are within the protection scope of the present application.

Claims

1. A degraded route operation control method based on a section traffic mode, characterized in that: The steps include: S1: receiving a downgrade route request and obtaining each section that satisfies the downgrade route request; S2: Divide the sub-routes according to the traffic mode of each section, and obtain the sub-route information of each section; S3: Obtain the allowed sections for handling the access according to the sub-access information of each section; S4: When the allowed section meets the connectivity requirements of the downgraded route directed graph, the downgraded route is handled according to the allowed section to control the downgraded operation of the train.

2. The degraded route operation control method based on the section traffic mode according to claim 1 is characterized in that: The S1 further comprises: Receive a downgrade route request, and obtain the train initial position and train target position according to the downgrade route request; Get each section between the train's initial position and the train's target position.

3. The degraded route operation control method based on the section traffic mode according to claim 1 is characterized in that: The division of sub-routes according to the traffic modes of each section includes: When the section is a non-branched section, the entire section is divided into a sub-route; When the section includes a turnout, the entire section is divided into a number of sub-routes corresponding to each direction combination of the turnout.

4. The degraded route operation control method based on the section traffic mode according to claim 1 is characterized in that: The method of obtaining the allowed sections for handling the routes according to the sub-route information of each section includes: The sub-access locking status of each section is obtained according to the sub-access information of each section. When the sub-access locking status is allowed to be locked, the corresponding section will be used as the allowed section for access processing.

5. The degraded route operation control method based on the section traffic mode according to claim 4 is characterized in that: The step of obtaining the sub-route locking status of each section according to the sub-route information of each section includes: If the sub-route occupancy information is occupied, the sub-route locking status is not allowed to lock; If the sub-route locking status is locked, the sub-route locking condition is not allowed to lock; If the sub-route turnout information is locked, the sub-route locking status is not allowed to lock; If the sub-route occupancy information is not occupied, the sub-route locking status is not locked, and the sub-route switch information is not locked, then the sub-route locking status is allowed to be locked.

6. The degraded route operation control method based on the section traffic mode according to claim 1 is characterized in that: The S1 further comprises: Construct a downgrade route directed graph based on the downgrade route request.

7. The degraded route operation control method based on the section traffic mode according to claim 6 is characterized in that: The constructing of a downgrade route directed graph according to the downgrade route request comprises: The endpoints of each section are used as vertices, the train travel direction is used as the directed edge, and the vertices and directed edges are used to construct a downgrade route directed graph.

8. The degraded route operation control method based on the section traffic mode according to claim 7 is characterized in that: The constructing of the downgrade route directed graph according to the downgrade route request further comprises: The running direction from the initial position of the train to the target position of the train is used as the running direction of the train.

9. The degraded route operation control method based on the section traffic mode according to claim 4 is characterized in that: The step of obtaining the sub-route locking status of each section according to the sub-route information of each section also includes: When all the sub-access locking directions of a sub-access are unlocked, the sub-access locking status is unlocked.

10. The degraded route operation control method based on the section traffic mode according to claim 1, characterized in that: Also includes: S5: Based on the real-time running status of the train, perform three-point checks, release the locked status of the occupied and cleared sub-routes in turn, and update the sub-route information.

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