Train operation control method, device and equipment and storage medium

Abstract

The invention discloses a train operation control method, device and equipment and a storage medium, and relates to the technical field of rail transit. The method comprises the steps that whether the route directions of a first train and a second train are consistent or not is judged; the first train is located in front of the second train; if the route directions of the first train and the second train are consistent, determining train systems and train types of the first train and the second train; the train system comprises a train autonomous operation system and a train control system based on communication. Based on a trackside automatic train protection system and a vehicle-mounted automatic train protection system of the first train and the second train, respectively determining movement authorities of the first train and the second train according to the determined train system and the train type, and the first train and the second train are controlled to operate based on the respective movement authorizations. And the train of the train control system based on communication can perform line cross-line operation on the train autonomous operation system.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a train operation control method, device, equipment and storage medium. Background Art

[0002] At present, urban rail transit lines mainly use the CBTC (Communication Based Train Control System) signal system. However, the original design of the TACS (Train Automatic Control System) system did not consider compatibility with the CBTC system. However, in the process of promoting and applying the TACS system, it is inevitable to encounter the need to realize network operation with the existing CBTC signal system lines.

[0003] When the first phase enters the upgrade and reconstruction stage, the second phase signal system does not need to be upgraded yet, and there is a need for the upgraded first phase signal system and the second phase signal system to achieve cross-regional operation. When the second phase signal system is CBTC and TACS is used for the first phase upgrade and reconstruction, the TACS system should support the cross-regional through-operation of CBTC trains. At present, when the newly built urban rail transit lines adopt the TACS system, the city’s original CBTC signal system trains cannot achieve networked cross-line operation on the TACS line.

[0004] In summary, how to realize the cross-line operation of CBTC signal trains on TACS lines is a technical problem that needs to be solved urgently. Summary of the invention

[0005] In view of this, the purpose of the present invention is to provide a train operation control method, device, equipment and storage medium, which can realize the networked cross-line operation of CBTC signal standard trains on TACS lines. The specific scheme is as follows:

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

[0007] Determining whether the approach directions of the first train and the second train are consistent; the first train is located ahead of the second train;

[0008] If the route directions of the first train and the second train are consistent, determining the train systems and train types of the first train and the second train; the train systems include a train autonomous operation system and a communication-based train control system;

[0009] Based on the trackside automatic train protection system and the onboard automatic train protection system of the first train and the second train, the movement authorization of the first train and the second train are respectively determined according to the determined train system and the train type, and the first train and the second train are controlled to operate based on their respective movement authorizations.

[0010] Optionally, the determining of the movement authorization of the first train and the second train respectively based on the trackside automatic train protection system and the onboard automatic train protection system of the first train and the second train according to the determined train system and the train type includes:

[0011] If it is determined that the train system of the first train is a communication-based train control system, the train system of the second train is a train autonomous operation system, and the train types of the first train and the second train are not downgraded trains, arranging an approach route for the first train using the trackside automatic train protection system;

[0012] During the operation of the first train according to its own arrangement route result, the trackside automatic train protection system is used to obtain the position information of the first train sent by the onboard automatic train protection system of the first train, and the position information of the first train is sent to the onboard automatic train protection system of the second train;

[0013] determining, by the onboard automatic train protection system of the second train, its own movement authorization according to the position information of the first train, and determining the movement authorization of the first train based on the trackside automatic train protection system;

[0014] Accordingly, the controlling the first train and the second train to run based on the respective movement authorizations includes:

[0015] The first train is controlled to run according to its own movement authorization, and the second train is controlled to run based on its own movement authorization based on a preset moving block operation mode.

[0016] Optionally, the determining of the movement authorization of the first train and the second train respectively based on the trackside automatic train protection system and the onboard automatic train protection system of the first train and the second train according to the determined train system and the train type includes:

[0017] If it is determined that the operating system of the first train is an autonomous train operating system, the train system of the second train is a communication-based train control system, the train types of the first train and the second train are not downgraded trains, and the first train is located outside a preset section, the trackside automatic train protection system is used to arrange an approach for the second train; the preset section is an approach section determined based on the first signal in front of the first train;

[0018] Determine the movement authorization of the second train according to the position information of the first train and the arrangement route result of the second train by using the trackside automatic train protection system and the onboard automatic train protection system of the second train, and determine the movement authorization of the first train based on the trackside automatic train protection system and the onboard automatic train protection system of the first train;

[0019] Accordingly, the controlling the first train and the second train to run based on the respective movement authorizations includes:

[0020] The first train is controlled to run based on its own movement authorization, and the second train is controlled to run based on its own movement authorization based on a preset moving block operation mode.

[0021] Optionally, the determining of the movement authorization of the first train and the second train respectively based on the trackside automatic train protection system and the onboard automatic train protection system of the first train and the second train according to the determined train system and the train type includes:

[0022] If it is determined that the train systems of the first train and the second train are both communication-based train control systems and the train type of the first train is a downgraded train, using the trackside automatic train protection system to set a corresponding protection zone according to the current speed of the first train, and controlling the first signal in front of the first train to display a corresponding signal;

[0023] determining a movement authorization for the second train based on the trackside automatic train protection system and the onboard automatic train protection system of the first train according to the position information of the first train, and determining a movement authorization for the first train based on the trackside automatic train protection system and the onboard automatic train protection system of the second train;

[0024] Accordingly, the controlling the first train and the second train to run based on the respective movement authorizations includes:

[0025] Based on the protection zone of the first train and the signal control of the signal machine, the first train runs according to its own movement authorization, and the movement authorization of the second train is extended according to the current operation status of the first train, so as to control the operation of the second train according to the extended movement authorization of the second train; wherein the movement authorization of the second train is prohibited from crossing the protection zone of the first train.

[0026] Optionally, the determining of the movement authorization of the first train and the second train respectively based on the trackside automatic train protection system and the onboard automatic train protection system of the first train and the second train according to the determined train system and the train type includes:

[0027] If it is determined that the operating system of the first train is an autonomous train operating system, the train system of the second train is a communication-based train control system, and the train type of the first train is a degraded train, using the trackside automatic train protection system to set a corresponding protection zone according to the current speed of the first train and arrange an approach route for the first train;

[0028] Determine the movement authorization of the second train according to the position information of the first train and the arrangement route result of the second train by using the trackside automatic train protection system and the onboard automatic train protection system of the second train, and determine the movement authorization of the first train based on the trackside automatic train protection system and the onboard automatic train protection system of the first train;

[0029] Accordingly, the controlling the first train and the second train to run based on the respective movement authorizations includes:

[0030] Based on the protection zone of the first train and the corresponding arrangement route result of the first train, the first train is controlled to operate according to its own movement authorization, and the movement authorization of the second train is extended according to the current operation status of the first train determined manually, so as to control the operation of the second train according to the extended movement authorization of the second train; wherein, the movement authorization of the second train is prohibited from crossing the protection zone of the first train.

[0031] Optionally, the determining of the movement authorization of the first train and the second train respectively based on the trackside automatic train protection system and the onboard automatic train protection system of the first train and the second train according to the determined train system and the train type includes:

[0032] If it is determined that the train system of the first train is a communication-based train control system, the train system of the second train is a train autonomous operation system, and the train type of the first train is a downgraded train, using the trackside automatic train protection system to set a corresponding protection zone according to the current speed of the first train, and controlling the first signal in front of the first train to display a corresponding signal;

[0033] using the trackside automatic train protection system to obtain the position information of the first train sent by the onboard automatic train protection system of the first train, and sending the position information of the first train to the onboard automatic train protection system of the second train;

[0034] Determining the movement authorization of the second train through the onboard automatic train protection system of the second train according to the protection zone of the first train, the signal of the signal machine and the position information of the first train, and determining the movement authorization of the first train based on the trackside automatic train protection system;

[0035] Accordingly, the controlling the first train and the second train to run based on the respective movement authorizations includes:

[0036] Control the first train to operate according to its own movement authorization, and extend the movement authorization of the second train according to the current operation status of the first train, so as to control the operation of the second train according to the extended movement authorization of the second train; wherein the movement authorization of the second train is prohibited from crossing the protection zone of the first train.

[0037] Optionally, the determining of the movement authorization of the first train and the second train respectively based on the trackside automatic train protection system and the onboard automatic train protection system of the first train and the second train according to the determined train system and the train type includes:

[0038] If it is determined that the train systems of the first train and the second train are both train autonomous operation systems, and the train type of the first train is a downgraded train, using the trackside automatic train protection system to set a corresponding protection zone according to the current speed of the first train, and controlling the first signal in front of the first train to close;

[0039] forwarding the position information of the adjacent trains of the first train and the second train to the onboard automatic train protection systems of the first train and the second train respectively by using the trackside automatic train protection system;

[0040] determining, by means of an onboard automatic train protection system of the first train and the second train, respective movement authorizations of the first train and the second train according to the position information of the adjacent train;

[0041] Accordingly, the controlling the first train and the second train to run based on the respective movement authorizations includes:

[0042] Based on the protection zone of the first train, the first train is controlled to operate according to its own movement authorization, and the movement authorization of the second train is extended according to the current operation status of the first train determined manually, so as to control the operation of the second train according to the extended movement authorization of the second train; wherein the movement authorization of the second train is prohibited from crossing the protection zone of the first train.

[0043] In a second aspect, the present application provides a train operation control method device, comprising:

[0044] A condition judgment module, used to judge whether the route directions of the first train and the second train are consistent; the first train is located in front of the second train;

[0045] A system determination module, configured to determine the train system and train type of the first train and the second train if the route directions of the first train and the second train are consistent; the train system includes a train autonomous operation system and a communication-based train control system;

[0046] A train operation module is used to determine the movement authorization of the first train and the second train respectively based on the trackside automatic train protection system and the onboard automatic train protection system of the first train and the second train according to the determined train system and the train type, and control the first train and the second train to operate respectively based on their respective movement authorizations.

[0047] In a third aspect, the present application provides an electronic device, including:

[0048] Memory, used to store computer programs;

[0049] The processor is used to execute the computer program to implement the aforementioned train operation control method.

[0050] In a fourth aspect, the present application provides a computer-readable storage medium for storing a computer program; wherein, when the computer program is executed by a processor, the aforementioned train operation control method is implemented.

[0051] In the present application, first determine whether the route directions of the first train and the second train are consistent; the first train is located in front of the second train; if the route directions of the first train and the second train are consistent, then determine the train system and train type of the first train and the second train; the train system includes a train autonomous operation system and a communication-based train control system; finally, based on the trackside automatic train protection system and the on-board automatic train protection system of the first train and the second train, determine the movement authorization of the first train and the second train respectively according to the determined train system and train type, and control the first train and the second train to operate based on their respective movement authorizations. As can be seen from the above, when the running directions of the first train and the second train are consistent, the communication between trains of different systems and types is carried out through the trackside automatic train protection system and the on-board automatic train protection system of the first train and the second train, so as to calculate the movement authorization for the train, so that trains of different systems and types can operate in the same area based on their own running directions and movement authorizations, so that the communication-based train control system can realize the cross-line operation of the line network of the train autonomous operation system under the control of the trackside automatic train protection system. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0053] Figure 1 A flow chart of a train operation control method provided in this application;

[0054] Figure 2 A structural diagram of the core equipment of a TACS system provided by this application;

[0055] Figure 3 A structural diagram of the core equipment of a TACS system provided by this application;

[0056] Figure 4 A flow chart of a specific train operation control method provided for this application;

[0057] Figure 5 A schematic diagram of a TACS train tracking a CBTC train provided in this application;

[0058] Figure 6 A schematic diagram of a CBTC train tracking a TACS train provided for this application;

[0059] Figure 7A schematic diagram of a CBTC train tracking a CBTC downgraded train provided for this application;

[0060] Figure 8 A schematic diagram of a CBTC train tracking a TACS downgraded train provided for this application;

[0061] Fig. 9 A schematic diagram of a TACS train tracking a CBTC downgraded train provided for this application;

[0062] Fig.10 A schematic diagram of a TACS train tracking TACS downgraded train provided for this application;

[0063] Fig.11 A schematic diagram of a TACS downgraded train tracking TACS train provided for this application;

[0064] Fig.12 A schematic diagram of the structure of a train operation control method provided by the present application;

[0065] Fig.13 A structural diagram of an electronic device provided for this application. DETAILED DESCRIPTION

[0066] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0067] At present, urban rail transit lines mainly use the CBTC signal system. However, the original design of the TACS system did not consider compatibility with the CBTC system. However, in the process of promoting and applying the TACS system, it is inevitable that there will be a need to realize networked operation with existing CBTC signal system lines. At present, when new urban rail transit lines adopt the TACS system, the city’s original CBTC signal system trains cannot realize networked cross-line operation on the TACS line. To this end, this application provides a train operation control scheme that can realize the networked cross-line operation of CBTC signal system trains on TACS lines.

[0068] See also Figure 1 As shown, an embodiment of the present invention discloses a train operation control method, which may include:

[0069] Step S11, determining whether the approach directions of the first train and the second train are consistent; the first train is located ahead of the second train.

[0070] In this embodiment, it is necessary to confirm whether the directions of the first train and the second train are consistent to determine whether the second train at the rear is tracking the first train in front. In order to determine the directions of the first train and the second train, the directions of the trains can be understood from multiple aspects.

[0071] In a specific implementation, if the first train and the second train are running in the same station or section, and the light signals displayed by the first signal in front of the trains are the same, for example, both are green lights indicating passage, then the first train and the second train are traveling in the same direction.

[0072] In a second specific implementation, if the first train and the second train pass through the same switch at the same time or a similar time, and the switch switching conditions are the same, for example, both switch to the same side track, then the approach directions of the first train and the second train are the same.

[0073] In a third specific implementation, the possible route directions of the trains can be understood by viewing the station layout diagram and the route planning. If the paths of the first train and the second train on the station layout diagram are the same or similar, and the route planning is also the same or similar, then the route directions of the first train and the second train are the same.

[0074] Step S12: If the approach directions of the first train and the second train are consistent, the train systems and train types of the first train and the second train are determined; the train systems include a train autonomous operation system and a communication-based train control system.

[0075] In this embodiment, the train system includes TACS trains and CBTC trains; the train types include normal trains and downgraded trains. Downgraded trains refer to emergency measures taken when the train cannot operate normally due to equipment failure, weather or other external factors in certain specific circumstances. Downgraded trains usually operate under conditions such as reducing the operating speed, reducing the load or changing the operating line. In the downgraded mode, the train will lose some advanced functions, such as automatic driving and automatic protection. The trackside ATP system (ATP, Automatic Train Protection, automatic train protection system) can identify the type of downgraded trains, which include TACS downgraded trains and CBTC downgraded trains.

[0076] It should be noted that see Figure 2The TACS system shown in the figure consists of ATS (Automatic Train Supersivion), onboard ATP, ground OC (Object Controller) and trackside equipment. The control center, station, yard and onboard equipment ATS system complete the automatic monitoring of train operation with the support of ATP system. In order to make the TACS line support CBTC train operation, the function of TACS ground equipment needs to be expanded. Figure 3 As shown, the OC subsystem needs to include the functions of interlocking and ZC (Zone Controller). Therefore, it is developed based on the interlocking system, and the functions of ZC and OC are added to the original interlocking system, or the OC function is added to the original interlocking ZC integrated equipment. Therefore, the OC subsystem adds the interlocking route function, which can arrange the route for CBTC trains and downgraded trains; the OC subsystem adds ZC-related functions, which can calculate the movement authorization for CBTC trains; After the OC subsystem adds the route function, resource allocation and route function coordination can be carried out. Trackside ATP, as a general term for trackside equipment in the TACS system, can be further refined and decomposed into smaller subsystems such as WRC (Wayside Resource Controller), OC and other equipment. Trackside ATP equipment can be implemented through a physical embedded control system or through a cloud virtual device.

[0077] It is understood that the content of information exchanged between the core subsystems of the TACS system meets the following requirements:

[0078] (1) The onboard ATP of a TACS train exchanges train position information with the onboard ATP of an adjacent TACS train;

[0079] (2) The onboard ATP of the TACS train and the trackside ATP exchange train position information and resource request and release commands;

[0080] (3) The onboard ATP and trackside ATP of the CBTC train exchange train position and MA information;

[0081] (4) The onboard ATP of the ATS and TACS trains and the onboard ATP of the CBTC trains communicate with each other about the status and operation tasks of the TACS trains;

[0082] (5) The ATS and trackside ATP exchange line resource status and control commands.

[0083] Step S13, based on the trackside automatic train protection system and the onboard automatic train protection systems of the first train and the second train, respectively determine the movement authorization of the first train and the second train according to the determined train system and the train type, and control the first train and the second train to operate based on their respective movement authorizations.

[0084] In this embodiment, it is necessary to determine the method of calculating MA (Movement Authority) based on the train system and train type of the first train and the second train. If one of the first train and the second train has a CBTC system and a downgraded train type, it is necessary to obtain the train position information sent by the onboard ATP of the front train based on the trackside ATP, and calculate the MA of the rear train based on the position information of the front train. In addition, the calculation of MA also involves multiple factors, including but not limited to: the speed of the train, route information, track occupancy status, and safety interval. Among them, the main purpose of calculating the movement authorization is to ensure the safety interval between trains and prevent conflicts and collisions between trains.

[0085] As can be seen from the above, in this embodiment, the TACS trackside ATP system subsystem can not only allocate and release resources for TACS trains, but also allocate resources for CBTC trains in units of routes, and can also calculate MA for CBTC trains. The trackside ATP system subsystem integrates the functions of interlocking, ZC, and OC subsystems, and can then arrange routes for CBTC trains and downgraded trains, calculate mobile authorization, and coordinate resource allocation and routes, thereby supporting CBTC trains to run in newly built TACS lines. When the project is upgraded and renovated in stages, the trackside equipment of the old renovation and upgrade project itself can be used without rearranging the trackside equipment. Due to the inheritance of the trackside equipment, the trackside ATP function retains the original point-type and interlocking level of the interlocking system, solving the problem of downgraded train operation that the TACS system itself lacks. This embodiment realizes that only one control system is set up on the trackside, and the allocation and release of trackside resources, route control, and MA functions are reintegrated to support CBTC trains to cross the line to the newly built TACS line, and realize the mixed operation of CBTC trains and TACS trains.

[0086] Through the above embodiments, the core equipment track ATP of the TACS system is improved to support the operation of CBTC trains on the newly built TACS lines. Next, in order to illustrate the coordination and control of movement authorization, routes and resources in several typical operation scenarios of CBTC trains on TACS lines, see Figure 4 As shown, the embodiment of the present invention further discloses a train operation control method, which may include:

[0087] Step S21, determining whether the approach directions of the first train and the second train are consistent; the first train is located ahead of the second train.

[0088] Step S22: If the approach directions of the first train and the second train are consistent, the train systems and train types of the first train and the second train are determined; the train systems include a train autonomous operation system and a communication-based train control system.

[0089] Among them, the specific implementation process of steps S21 and S22 can refer to the corresponding content disclosed in the above embodiments, and will not be repeated here.

[0090] Step S23, based on the trackside automatic train protection system and the onboard automatic train protection systems of the first train and the second train, respectively determine the movement authorization of the first train and the second train according to the determined train system and the train type, and control the first train and the second train to operate based on their respective movement authorizations.

[0091] In this embodiment, after determining that the route directions of the first train and the second train are consistent, when the second train tracks the first train, it is necessary to determine the movement authorizations of the first train and the second train based on the train systems and train types of the first train and the second train, and control the first train and the second train to operate based on their respective movement authorizations.

[0092] In a first specific embodiment, Figure 5As shown in the schematic diagram of TACS train tracking CBTC train, the trackside automatic train protection system and the onboard automatic train protection system of the first train and the second train respectively determine the movement authorization of the first train and the second train according to the determined train system and the train type, which may include: if it is determined that the train system of the first train is a communication-based train control system, the train system of the second train is a train autonomous operation system, and the train types of the first train and the second train are not downgraded trains, then the trackside automatic train protection system is used to arrange the route for the first train; in the process of the first train running according to its own arranged route result, the trackside automatic train protection system is used to arrange the route for the first train. The moving train protection system obtains the position information of the first train sent by the on-board automatic train protection system of the first train, and sends the position information of the first train to the on-board automatic train protection system of the second train; the on-board automatic train protection system of the second train determines its own movement authorization according to the position information of the first train, and determines the movement authorization of the first train based on the trackside automatic train protection system; accordingly, the control of the first train and the second train to operate based on their respective movement authorizations may include: controlling the first train to operate based on its own movement authorization, and controlling the second train to operate based on its own movement authorization based on a preset moving block operation mode. That is, if it is determined that the train system of the first train is CBTC, the train system of the second train is TACS, and the train types of the first train and the second train are not downgraded trains, then the trackside ATP is used to arrange the route for the CBTC train, and the trackside ATP allocates resources to the TACS train in units of single resources. When the TACS train tracks the CBTC train, it is prohibited to apply for resources across trains. When allocating resources, the section locking state corresponding to the resources should be checked to avoid the possibility of hostile operation. When the CBTC train is running according to its own arrangement route results, the onboard ATP of the CBTC train sends the position information of the CBTC train to the trackside ATP, and the trackside ATP forwards the position information of the CBTC train to the onboard ATP of the TACS train behind. When the TACS train obtains the position information of the adjacent CBTC train in front, it calculates the MA autonomously, and the MA of the CBTC train is calculated by the trackside ATP and sent to the onboard ATP of the CBTC train. The CBTC train and the TACS train run based on their respective MAs. When the TACS train tracks the CBTC train, it adopts the moving block mode, that is, it can track to the rear of the CBTC train to reserve a safety margin.

[0093] In a second specific embodiment, Figure 6As shown in the schematic diagram of CBTC train tracking TACS train, the trackside automatic train protection system and the onboard automatic train protection system of the first train and the second train respectively determine the movement authorization of the first train and the second train according to the determined train system and the train type, which may include: if it is determined that the operating system of the first train is an autonomous train operating system, the train system of the second train is a communication-based train control system, the train types of the first train and the second train are not downgraded trains, and the first train is located outside the preset section, then the trackside automatic train protection system is used to arrange the route for the second train; the preset section is based on The route section determined by the first signal in front of the first train; using the trackside automatic train protection system and the on-board automatic train protection system of the second train to determine the movement authorization of the second train according to the position information of the first train and the arrangement route result of the second train, and determining the movement authorization of the first train based on the trackside automatic train protection system and the on-board automatic train protection system of the first train; accordingly, controlling the first train and the second train to operate based on their respective movement authorizations may include: controlling the first train to operate based on its own movement authorization, and controlling the second train to operate based on its own movement authorization based on a preset moving block operation mode. That is, if it is determined that the operating system of the first train is TACS, the train system of the second train is CBTC, the train types of the first train and the second train are not downgraded trains, and the TACS train is located outside the first approach section inside the first signal in front of the TACS train, then the trackside ATP arranges the approach for the CBTC train. At this time, other approach resources have been allocated to the adjacent TACS train in front. When arranging the approach for the CBTC train, it should be checked whether the direction of resource allocation is consistent with the approach direction of the CBTC train. For switches, it should also be checked whether the required approach position of the CBTC train is consistent with the current resource allocation position. If inconsistent, it is prohibited to arrange the approach for the CBTC train. On the railway line, signals are usually set at the entrance or exit of the station to indicate the running direction and status of the train. After arranging the route for the CBTC train, while the TACS train is running according to its own arranged route results, the on-board ATP of the TACS train sends the position information of the TACS train to the trackside ATP. The trackside ATP calculates the MA for the rear CBTC train and sends it to the on-board ATP of the CBTC train. The TACS train autonomously calculates the MA based on the position of the adjacent train in front and the positions of other trains forwarded by the trackside ATP and the status of the trackside equipment.CBTC trains and TACS trains operate based on their respective MAs. When TACS trains track CBTC trains, they adopt moving blocking mode, that is, they can track to the rear of the CBTC train to reserve a safety margin. After the TACS train in front leaves, the route arranged for the rear CBTC train will not be unlocked as the TACS train in front moves.

[0094] In a third specific implementation, if it is determined that the operating system of the first train is CBTC, the train system of the second train is CBTC, and the train types of the first train and the second train are not downgraded trains, the trackside ATP arranges the route for the CBTC train. In the process of the train running according to its own arrangement route result, the on-board ATP of the front CBTC train sends the position information of the CBTC train to the trackside ATP, and the trackside ATP calculates the MA for the rear CBTC train and sends it to the on-board ATP of the rear CBTC train. The front CBTC train calculates the MA based on the position of the adjacent train in front, the trackside ATP and the on-board ATP of the CBTC train. The two CBTC trains run based on their respective mobile authorizations. When the CBTC train tracks the CBTC train, the moving block mode is adopted, that is, it can track to the rear of the front CBTC train to reserve a safety margin.

[0095] In the fourth specific embodiment, see Figure 7As shown in the schematic diagram of CBTC train tracking CBTC downgraded train, the trackside automatic train protection system and the onboard automatic train protection system of the first train and the second train respectively determine the movement authorization of the first train and the second train according to the determined train system and the train type, which may include: if it is determined that the train systems of the first train and the second train are both communication-based train control systems, and the train type of the first train is a downgraded train, the trackside automatic train protection system is used to set a corresponding protection zone according to the current speed of the first train, and control the first signal in front of the first train to display the corresponding signal; based on the trackside automatic train protection system and the onboard automatic train protection system of the first train The moving train protection system determines the movement authorization of the second train according to the position information of the first train, and determines the movement authorization of the first train based on the trackside automatic train protection system and the onboard automatic train protection system of the second train; accordingly, the control of the first train and the second train to run based on their respective movement authorizations may include: controlling the first train to run according to its own movement authorization based on the protection zone of the first train and the signal of the signal, and extending the movement authorization of the second train according to the current operation of the first train, so as to control the operation of the second train according to the extended movement authorization of the second train; wherein the movement authorization of the second train is prohibited from crossing the protection zone of the first train. That is, if it is determined that the train systems of the first train and the second train are both CBTC, and the train type of the first train is a downgraded train, the trackside ATP will set a protection zone for the CBTC downgraded train, and the range of the protection zone is from the safe rear position of the CBTC train before downgrade to the braking distance from braking to stopping at the current speed plus a certain safety margin, and the first signal in front of the CBTC downgraded train is controlled to display the corresponding signal. When the CBTC downgraded train is running according to its own arrangement route result, the onboard ATP of the CBTC downgraded train sends the position information of the CBTC downgraded train to the trackside ATP. The trackside ATP calculates the MA for the CBTC train behind and sends it to the onboard ATP of the CBTC train behind. The CBTC downgraded train calculates the MA based on the trackside ATP and the onboard ATP of the CBTC downgraded train. The CBTC downgraded train ahead controls the CBTC downgraded train to run according to its own MA based on the protection zone and the signal of the signal. If the signal shows a red light signal, the CBTC downgraded train is prohibited from moving forward. The protection zone of the CBTC downgraded train can be automatically cancelled one by one according to the physical section as the CBTC downgraded train moves. The MA of the CBTC train behind is automatically extended as the protection zone is cancelled. The CBTC train behind runs according to the extended MA. The MA of the CBTC train behind is prohibited from crossing the protection zone of the adjacent CBTC downgraded train ahead.

[0096] In a fifth specific embodiment, see Figure 8As shown in the schematic diagram of CBTC train tracking TACS downgraded train, the trackside automatic train protection system and the onboard automatic train protection system of the first train and the second train respectively determine the movement authorization of the first train and the second train according to the determined train system and the train type, which may include: if it is determined that the operating system of the first train is an autonomous train operating system, the train system of the second train is a communication-based train control system, and the train type of the first train is a downgraded train, then use the trackside automatic train protection system to set a corresponding protection zone according to the current speed of the first train and arrange an approach for the first train; use the trackside automatic train protection system and the onboard automatic train protection system of the second train to determine the movement authorization of the first train and the second train according to the determined train system and the train type The movement authorization of the second train is determined based on the position information of the first train and the arrangement route result of the second train, and the movement authorization of the first train is determined based on the trackside automatic train protection system and the onboard automatic train protection system of the first train; accordingly, the control of the first train and the second train to operate based on their respective movement authorizations may include: controlling the first train to operate according to its own movement authorization based on the protection zone of the first train and the corresponding arrangement route result of the first train, and extending the movement authorization of the second train according to the current operation status of the first train determined manually, so as to control the operation of the second train according to the extended movement authorization of the second train; wherein the movement authorization of the second train is prohibited from crossing the protection zone of the first train. That is, if it is determined that the operating system of the first train is TACS, the train system of the second train is CBTC, and the train type of the first train is a downgraded train, then the protection zone is set for the TACS downgraded train according to the current speed of the TACS downgraded train using the trackside ATP, and the first signal in front of the TACS downgraded train is opened after the point route is arranged for the TACS downgraded train. When the TACS downgraded train is running according to its own arrangement route results, the on-board ATP of the TACS downgraded train sends the position information of the TACS downgraded train to the trackside ATP. The trackside ATP calculates the MA for the rear CBTC train and sends it to the on-board ATP of the rear CBTC train. The TACS downgraded train calculates the MA based on the trackside ATP and the on-board ATP of the TACS downgraded train.The front TACS downgraded train controls the TACS downgraded train to run according to its own MA based on the protection zone and the corresponding arrangement route results of the TACS downgraded train. The route of the TACS downgraded train is not automatically unlocked as the TACS downgraded train moves. Therefore, the protection zone of the TACS downgraded train is prohibited from being automatically cancelled. The protection zone of the TACS downgraded train can only be manually cancelled after manual confirmation that the TACS downgraded train has left. The MA of the rear CBTC train is automatically extended as the protection zone is cancelled, and the rear CBTC train runs according to the extended MA. The MA of the rear CBTC train is prohibited from crossing the protection zone of the adjacent TACS downgraded train in front.

[0097] In the sixth specific embodiment, see Fig. 9As shown in the schematic diagram of TACS train tracking CBTC downgraded train, the trackside automatic train protection system and the onboard automatic train protection system of the first train and the second train respectively determine the movement authorization of the first train and the second train according to the determined train system and the train type, which may include: if it is determined that the train system of the first train is a communication-based train control system, the train system of the second train is a train autonomous operation system, and the train type of the first train is a downgraded train, then use the trackside automatic train protection system to set a corresponding protection zone according to the current speed of the first train, and control the first signal in front of the first train to display the corresponding signal; use the trackside automatic train protection system to obtain the position of the first train sent by the onboard automatic train protection system of the first train The first train is controlled by the trackside automatic train protection system, and the second train is controlled by the trackside automatic train protection system. The first train is controlled by the trackside automatic train protection system, and the trackside automatic train protection system determines the movement authorization of the first train based on the protection zone of the first train, the signal of the signal and the position information of the first train. The second train is controlled by the trackside automatic train protection system, and the movement authorization of the first train is determined based on the protection zone of the first train, the signal of the signal and the position information of the first train. Correspondingly, the control of the first train and the second train to run based on their respective movement authorizations may include: controlling the first train to run based on its own movement authorization, and extending the movement authorization of the second train based on the current operation of the first train, so as to control the operation of the second train based on the extended movement authorization of the second train; wherein the movement authorization of the second train is prohibited from crossing the protection zone of the first train. That is, if it is determined that the train system of the first train is CBTC, the train system of the second train is TACS, and the train type of the first train is a downgraded train, the trackside ATP is used to set a protection zone for the CBTC downgraded train according to the current speed of the CBTC downgraded train, and the first signal in front of the CBTC downgraded train is controlled to display the corresponding signal. When the CBTC downgraded train is running according to its own arrangement route result, the onboard ATP of the CBTC downgraded train sends the position information of the CBTC downgraded train to the trackside ATP, and the trackside ATP forwards the position information of the CBTC downgraded train to the onboard ATP of the rear TACS train. When the TACS train obtains the position information of the CBTC downgraded train in front, it autonomously calculates the MA based on the protection zone of the CBTC downgraded train and the signal of the first signal in front of the CBTC downgraded train, and then determines the MA of the CBTC downgraded train based on the trackside ATP. The front CBTC downgraded train controls the CBTC downgraded train to run according to its own MA based on the signal of the protection zone and the signal. If the signal shows a red light signal, the CBTC downgraded train is prohibited from moving forward.The protection zone of the CBTC downgraded train can be automatically canceled one by one as the CBTC downgraded train moves and the route sections are unlocked. The MA of the rear TACS train is automatically extended as the protection zone is canceled, and the TACS train runs according to the extended MA. The MA of the rear TACS train is prohibited from crossing the protection zone of the front CBTC downgraded train.

[0098] In the seventh specific embodiment, see Fig.10As shown in the schematic diagram of TACS train tracking TACS downgraded train, the trackside automatic train protection system and the onboard automatic train protection system of the first train and the second train respectively determine the movement authorization of the first train and the second train according to the determined train system and the train type, which may include: if it is determined that the train systems of the first train and the second train are both train autonomous operation systems, and the train type of the first train is a downgraded train, then use the trackside automatic train protection system to set a corresponding protection zone according to the current speed of the first train, and control the first signal in front of the first train to close; use the trackside automatic train protection system to respectively send the position information of the adjacent trains of the first train and the second train to the trackside automatic train protection system. forwarded to the on-board automatic train protection systems of the first train and the second train; the on-board automatic train protection systems of the first train and the second train determine the respective movement authorizations of the first train and the second train according to the position information of the adjacent trains; accordingly, the control of the first train and the second train to operate based on their respective movement authorizations may include: controlling the first train to operate based on its own movement authorization based on the protection zone of the first train, and extending the movement authorization of the second train based on the current operation status of the first train determined manually, so as to control the operation of the second train based on the extended movement authorization of the second train; wherein the movement authorization of the second train is prohibited from crossing the protection zone of the first train. That is, if it is determined that the train systems of the first train and the second train are both TACS, and the train type of the first train is a downgraded train, then the trackside ATP is used to set a protection zone for the TACS downgraded train according to the current speed of the TACS downgraded train, and the first signal in front of the TACS downgraded train is controlled to be closed, that is, the operation of the TACS downgraded train does not need to be based on the signal indication of the signal in front of the TACS downgraded train. When the TACS downgraded train is running according to its own arrangement route results, the on-board ATP of the TACS downgraded train sends the position information of the TACS downgraded train to the trackside ATP, and the trackside ATP forwards the position information of the TACS downgraded train to the on-board ATP of the TACS train behind. When the TACS train obtains the position information of the TACS downgraded train in front, it calculates the MA autonomously and determines the MA of the TACS downgraded train based on the trackside ATP, the on-board ATP of the TACS downgraded train and the position information of adjacent trains.The front TACS downgraded train controls the operation of the TACS downgraded train according to its own MA based on the protection zone. The route of the TACS downgraded train is not automatically unlocked as the TACS downgraded train moves. Therefore, the protection zone of the TACS downgraded train is prohibited from being automatically cancelled. The protection zone of the TACS downgraded train can only be manually cancelled after the TACS downgraded train leaves. The MA of the rear TACS train is automatically extended as the protection zone is cancelled, and the rear TACS train runs according to the extended MA. The MA of the rear TACS train is prohibited from crossing the protection zone of the front TACS downgraded train.

[0099] In the eighth specific embodiment, see Fig.11 As shown in the schematic diagram of a downgraded TACS train tracking a TACS train, if it is determined that the train system of the second train is a downgraded train, that is, when the downgraded train tracks a downgraded train or a CBTC train or a TACS train, the trackside ATP is used to arrange the route for the downgraded train, and the first signal in front of the downgraded train is controlled to display the corresponding signal. The downgraded train obtains the position information of the adjacent train in front based on the trackside ATP and calculates the MA. Then the trackside ATP sends the MA of the downgraded train to the onboard ATP of the downgraded train. The downgraded train is controlled to run according to the signal of the signal and its own MA. If the signal shows a red light signal, the TACS downgraded train is prohibited from moving forward. When the downgraded train tracks other trains, the route is used as the tracking interval, that is, the downgraded train maintains a gap of several routes with the preceding train.

[0100] As can be seen from the above, the embodiment of the present application first determines whether the route directions of the first train and the second train are consistent; the first train is located in front of the second train; if the route directions of the first train and the second train are consistent, the train system and train type of the first train and the second train are determined; the train system includes a train autonomous operation system and a communication-based train control system; finally, based on the trackside automatic train protection system and the on-board automatic train protection system of the first train and the second train, the movement authorization of the first train and the second train is determined according to the determined train system and train type, and the first train and the second train are controlled to operate based on their respective movement authorizations. As can be seen from the above, when the running directions of the first train and the second train are consistent, the communication between trains of different systems and different types is carried out through the trackside automatic train protection system and the on-board automatic train protection system of the first train and the second train, so as to calculate the movement authorization for the train, so that trains of different systems and different types can operate in the same area based on their own running directions and movement authorizations, so that the communication-based train control system can realize the cross-line operation of the line network of the train autonomous operation system under the control of the trackside automatic train protection system.

[0101] Accordingly, see Fig.12As shown, the embodiment of the present application also provides a train operation control method device, which may include:

[0102] A condition judgment module 11 is used to judge whether the route directions of the first train and the second train are consistent; the first train is located in front of the second train;

[0103] A system determination module 12, configured to determine the train system and train type of the first train and the second train if the route directions of the first train and the second train are consistent; the train system includes a train autonomous operation system and a communication-based train control system;

[0104] The train operation module 13 is used to determine the movement authorization of the first train and the second train respectively based on the trackside automatic train protection system and the onboard automatic train protection system of the first train and the second train according to the determined train system and the train type, and control the first train and the second train to operate respectively based on their respective movement authorizations.

[0105] As can be seen from the above, this embodiment first determines whether the route directions of the first train and the second train are consistent; the first train is located in front of the second train; if the route directions of the first train and the second train are consistent, the train system and train type of the first train and the second train are determined; the train system includes a train autonomous operation system and a communication-based train control system; finally, based on the trackside automatic train protection system and the on-board automatic train protection system of the first train and the second train, the movement authorization of the first train and the second train is determined according to the determined train system and train type, and the first train and the second train are controlled to operate based on their respective movement authorizations. As can be seen from the above, when the running directions of the first train and the second train are consistent, the communication between trains of different systems and types is carried out through the trackside automatic train protection system and the on-board automatic train protection system of the first train and the second train, so as to calculate the movement authorization for the train, so that trains of different systems and types can operate in the same area based on their own running directions and movement authorizations, so that the communication-based train control system can realize the cross-line operation of the line network of the train autonomous operation system under the control of the trackside automatic train protection system.

[0106] In some specific implementations, the train operation module 13 includes:

[0107] A mobile authorization determination unit is used to use the trackside automatic train protection system to arrange a route for the first train if it is determined that the train system of the first train is a communication-based train control system, the train system of the second train is a train autonomous operation system, and the train types of the first train and the second train are not downgraded trains; when the first train is running according to its own arranged route result, use the trackside automatic train protection system to obtain the position information of the first train sent by the on-board automatic train protection system of the first train, and send the position information of the first train to the on-board automatic train protection system of the second train; determine the second train's own mobile authorization according to the position information of the first train through the on-board automatic train protection system of the second train, and determine the mobile authorization of the first train based on the trackside automatic train protection system.

[0108] Correspondingly, the train operation unit is used to control the first train to operate according to its own movement authorization, and control the second train to operate based on its own movement authorization based on a preset moving block operation mode.

[0109] In some specific implementations, the train operation module 13 includes:

[0110] A movement authorization determination unit is used to use the trackside automatic train protection system to arrange an approach for the second train if it is determined that the operating system of the first train is an autonomous train operating system, the train system of the second train is a communication-based train control system, the train types of the first train and the second train are not downgraded trains, and the first train is located outside a preset section; the preset section is an approach section determined based on the first signal in front of the first train; the movement authorization of the second train is determined according to the position information of the first train and the arrangement result of the route of the second train by using the trackside automatic train protection system and the on-board automatic train protection system of the second train, and the movement authorization of the first train is determined based on the trackside automatic train protection system and the on-board automatic train protection system of the first train.

[0111] Correspondingly, the train operation unit is used to control the first train to operate based on its own movement authorization, and control the second train to operate based on its own movement authorization based on a preset moving block operation mode.

[0112] In some specific implementations, the train operation module 13 includes:

[0113] A movement authorization determination unit is used to, if it is determined that the train systems of the first train and the second train are both communication-based train control systems and the train type of the first train is a downgraded train, use the trackside automatic train protection system to set a corresponding protection zone according to the current speed of the first train, and control the first signal in front of the first train to display a corresponding signal; determine the movement authorization of the second train based on the position information of the first train based on the trackside automatic train protection system and the on-board automatic train protection system of the first train, and determine the movement authorization of the first train based on the trackside automatic train protection system and the on-board automatic train protection system of the second train.

[0114] Correspondingly, the train operation unit is used to control the first train to operate according to its own movement authorization based on the protection zone of the first train and the signal of the signal machine, and to extend the movement authorization of the second train according to the current operation status of the first train, so as to control the operation of the second train according to the extended movement authorization of the second train; wherein the movement authorization of the second train is prohibited from crossing the protection zone of the first train.

[0115] In some specific implementations, the train operation module 13 includes:

[0116] A movement authorization determination unit is used to set a corresponding protection zone according to the current speed of the first train by using the trackside automatic train protection system and arrange an approach for the first train if it is determined that the operating system of the first train is an autonomous train operating system, the train system of the second train is a communication-based train control system, and the train type of the first train is a downgraded train; determine the movement authorization of the second train according to the position information of the first train and the arranged approach result of the second train by using the trackside automatic train protection system and the on-board automatic train protection system of the second train, and determine the movement authorization of the first train based on the trackside automatic train protection system and the on-board automatic train protection system of the first train.

[0117] Correspondingly, the train operation unit is used to control the first train to operate according to its own movement authorization based on the protection zone of the first train and the corresponding arrangement route result of the first train, and to extend the movement authorization of the second train according to the current operation status of the first train determined manually, so as to control the operation of the second train according to the extended movement authorization of the second train; wherein, the movement authorization of the second train is prohibited from crossing the protection zone of the first train.

[0118] In some specific implementations, the train operation module 13 includes:

[0119] A movement authorization determination unit is used for, if it is determined that the train system of the first train is a communication-based train control system, the train system of the second train is a train autonomous operation system, and the train type of the first train is a downgraded train, using the trackside automatic train protection system to set a corresponding protection zone according to the current speed of the first train, and controlling the first signal in front of the first train to display a corresponding signal; using the trackside automatic train protection system to obtain the position information of the first train sent by the on-board automatic train protection system of the first train, and sending the position information of the first train to the on-board automatic train protection system of the second train; determining its own movement authorization through the on-board automatic train protection system of the second train based on the protection zone based on the first train, the signal of the signal and the position information of the first train, and determining the movement authorization of the first train based on the trackside automatic train protection system.

[0120] Correspondingly, the train operation unit is used to control the first train to operate according to its own movement authorization, and to extend the movement authorization of the second train according to the current operation status of the first train, so as to control the operation of the second train according to the extended movement authorization of the second train; wherein the movement authorization of the second train is prohibited from crossing the protection zone of the first train.

[0121] Furthermore, the present application also discloses an electronic device. Fig.13 This is a structural diagram of an electronic device 20 according to an exemplary embodiment. The content in the figure shall not be considered as any limitation on the scope of use of this application. The electronic device 20 may specifically include: at least one processor 21, at least one memory 22, a power supply 23, a communication interface 24, an input / output interface 25, and a communication bus 26. The memory 22 is used to store a computer program, which is loaded and executed by the processor 21 to implement the relevant steps in the train operation control method disclosed in any of the aforementioned embodiments. In addition, the electronic device 20 in this embodiment may specifically be an electronic computer.

[0122] In this embodiment, the power supply 23 is used to provide working voltage for each hardware device on the electronic device 20; the communication interface 24 can create a data transmission channel between the electronic device 20 and the external device, and the communication protocol it follows is any communication protocol that can be applied to the technical solution of the present application, and is not specifically limited here; the input and output interface 25 is used to obtain external input data or output data to the outside world, and its specific interface type can be selected according to specific application needs and is not specifically limited here.

[0123] In addition, the memory 22 as a carrier for storing resources may be a read-only memory, a random access memory, a disk or an optical disk, etc. The resources stored thereon may include an operating system 221, a computer program 222, etc., and the storage method may be temporary storage or permanent storage.

[0124] The operating system 221 is used to manage and control the hardware devices and computer programs 222 on the electronic device 20, and can be Windows Server, Netware, Unix, Linux, etc. In addition to computer programs that can be used to complete the train operation control method performed by the electronic device 20 disclosed in any of the aforementioned embodiments, the computer program 222 can further include computer programs that can be used to complete other specific tasks.

[0125] Furthermore, the present application also discloses a computer-readable storage medium for storing a computer program; wherein the computer program, when executed by a processor, implements the aforementioned disclosed train operation control method. The specific steps of the method can refer to the corresponding contents disclosed in the aforementioned embodiments, and will not be repeated here.

[0126] In this specification, each embodiment is described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part.

[0127] Professionals may further appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described in the above description according to function. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians may use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0128] The steps of the method or algorithm described in conjunction with the embodiments disclosed herein may be implemented directly using hardware, a software module executed by a processor, or a combination of the two. The software module may be placed in a random access memory (RAM), a memory, a read-only memory (ROM), an electrically programmable ROM, an electrically erasable programmable ROM, a register, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.

[0129] Finally, it should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0130] The technical solution provided by the present application is introduced in detail above. Specific examples are used in this article to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the method of the present application and its core idea. At the same time, for general technical personnel in this field, according to the idea of ​​the present application, there will be changes in the specific implementation method and application scope. In summary, the content of this specification should not be understood as a limitation on the present application.

Claims

1. A train operation control method, characterized in that: include: Determine whether the route directions of the first train and the second train are consistent; The first train is located ahead of the second train; If the route directions of the first train and the second train are consistent, determining the train systems and train types of the first train and the second train; the train systems include a train autonomous operation system and a communication-based train control system; If the approach directions of the first train and the second train are consistent, the train systems and train types of the first train and the second train are determined; the train systems include a train autonomous operation system and a communication-based train control system.

2. The train operation control method according to claim 1, characterized in that: The trackside automatic train protection system and the onboard automatic train protection systems of the first train and the second train respectively determine the movement authorization of the first train and the second train according to the determined train system and the train type, including: If it is determined that the train system of the first train is a communication-based train control system, the train system of the second train is a train autonomous operation system, and the train types of the first train and the second train are not downgraded trains, arranging an approach route for the first train using the trackside automatic train protection system; During the operation of the first train according to its own arrangement route result, the trackside automatic train protection system is used to obtain the position information of the first train sent by the onboard automatic train protection system of the first train, and the position information of the first train is sent to the onboard automatic train protection system of the second train; determining, by the onboard automatic train protection system of the second train, its own movement authorization according to the position information of the first train, and determining the movement authorization of the first train based on the trackside automatic train protection system; Accordingly, the controlling the first train and the second train to run based on the respective movement authorizations includes: The first train is controlled to run according to its own movement authorization, and the second train is controlled to run based on its own movement authorization based on a preset moving block operation mode.

3. The train operation control method according to claim 1, characterized in that: The trackside automatic train protection system and the onboard automatic train protection systems of the first train and the second train respectively determine the movement authorization of the first train and the second train according to the determined train system and the train type, including: If it is determined that the operating system of the first train is an autonomous train operating system, the train system of the second train is a communication-based train control system, the train types of the first train and the second train are not downgraded trains, and the first train is located outside a preset section, the trackside automatic train protection system is used to arrange an approach for the second train; the preset section is an approach section determined based on the first signal in front of the first train; Determine the movement authorization of the second train according to the position information of the first train and the arrangement route result of the second train by using the trackside automatic train protection system and the onboard automatic train protection system of the second train, and determine the movement authorization of the first train based on the trackside automatic train protection system and the onboard automatic train protection system of the first train; Accordingly, the controlling the first train and the second train to run based on the respective movement authorizations includes: The first train is controlled to run based on its own movement authorization, and the second train is controlled to run based on its own movement authorization based on a preset moving block operation mode.

4. The train operation control method according to claim 1, characterized in that: The trackside automatic train protection system and the onboard automatic train protection systems of the first train and the second train respectively determine the movement authorization of the first train and the second train according to the determined train system and the train type, including: If it is determined that the train systems of the first train and the second train are both communication-based train control systems and the train type of the first train is a downgraded train, using the trackside automatic train protection system to set a corresponding protection zone according to the current speed of the first train, and controlling the first signal in front of the first train to display a corresponding signal; determining a movement authorization for the second train based on the trackside automatic train protection system and the onboard automatic train protection system of the first train according to the position information of the first train, and determining a movement authorization for the first train based on the trackside automatic train protection system and the onboard automatic train protection system of the second train; Accordingly, the controlling the first train and the second train to run based on the respective movement authorizations includes: Based on the protection zone of the first train and the signal control of the signal machine, the first train runs according to its own movement authorization, and the movement authorization of the second train is extended according to the current operation status of the first train, so as to control the operation of the second train according to the extended movement authorization of the second train; wherein the movement authorization of the second train is prohibited from crossing the protection zone of the first train.

5. The train operation control method according to claim 1, characterized in that: The trackside automatic train protection system and the onboard automatic train protection systems of the first train and the second train respectively determine the movement authorization of the first train and the second train according to the determined train system and the train type, including: If it is determined that the operating system of the first train is an autonomous train operating system, the train system of the second train is a communication-based train control system, and the train type of the first train is a degraded train, using the trackside automatic train protection system to set a corresponding protection zone according to the current speed of the first train and arrange an approach route for the first train; Determine the movement authorization of the second train according to the position information of the first train and the arrangement route result of the second train by using the trackside automatic train protection system and the onboard automatic train protection system of the second train, and determine the movement authorization of the first train based on the trackside automatic train protection system and the onboard automatic train protection system of the first train; Accordingly, the controlling the first train and the second train to run based on the respective movement authorizations includes: Based on the protection zone of the first train and the corresponding arrangement route result of the first train, the first train is controlled to operate according to its own movement authorization, and the movement authorization of the second train is extended according to the current operation status of the first train determined manually, so as to control the operation of the second train according to the extended movement authorization of the second train; wherein, the movement authorization of the second train is prohibited from crossing the protection zone of the first train.

6. The train operation control method according to claim 1, characterized in that: The trackside automatic train protection system and the onboard automatic train protection systems of the first train and the second train respectively determine the movement authorization of the first train and the second train according to the determined train system and the train type, including: If it is determined that the train system of the first train is a communication-based train control system, the train system of the second train is a train autonomous operation system, and the train type of the first train is a downgraded train, the trackside automatic train protection system is used to set a corresponding protection zone according to the current speed of the first train, and the first signal in front of the first train is controlled to display a corresponding signal; using the trackside automatic train protection system to obtain the position information of the first train sent by the onboard automatic train protection system of the first train, and sending the position information of the first train to the onboard automatic train protection system of the second train; Determining the movement authorization of the second train through the onboard automatic train protection system of the second train according to the protection zone of the first train, the signal of the signal machine and the position information of the first train, and determining the movement authorization of the first train based on the trackside automatic train protection system; Accordingly, the controlling the first train and the second train to run based on the respective movement authorizations includes: Control the first train to operate according to its own movement authorization, and extend the movement authorization of the second train according to the current operation status of the first train, so as to control the operation of the second train according to the extended movement authorization of the second train; wherein the movement authorization of the second train is prohibited from crossing the protection zone of the first train.

7. The train operation control method according to claim 1, characterized in that: The trackside automatic train protection system and the onboard automatic train protection systems of the first train and the second train respectively determine the movement authorization of the first train and the second train according to the determined train system and the train type, including: If it is determined that the train systems of the first train and the second train are both train autonomous operation systems, and the train type of the first train is a downgraded train, using the trackside automatic train protection system to set a corresponding protection zone according to the current speed of the first train, and controlling the first signal in front of the first train to close; forwarding the position information of the adjacent trains of the first train and the second train to the onboard automatic train protection systems of the first train and the second train respectively by using the trackside automatic train protection system; determining, by means of an onboard automatic train protection system of the first train and the second train, respective movement authorizations of the first train and the second train according to position information of adjacent trains; Accordingly, the controlling the first train and the second train to run based on the respective movement authorizations includes: Based on the protection zone of the first train, the first train is controlled to operate according to its own movement authorization, and the movement authorization of the second train is extended according to the current operation status of the first train determined manually, so as to control the operation of the second train according to the extended movement authorization of the second train; wherein the movement authorization of the second train is prohibited from crossing the protection zone of the first train.

8. A train operation control device, characterized in that: Applied to the client, including: A condition judgment module, used to judge whether the route directions of the first train and the second train are consistent; the first train is located in front of the second train; A system determination module, configured to determine the train system and train type of the first train and the second train if the route directions of the first train and the second train are consistent; the train system includes a train autonomous operation system and a communication-based train control system; A train operation module is used to determine the movement authorization of the first train and the second train respectively based on the trackside automatic train protection system and the onboard automatic train protection system of the first train and the second train according to the determined train system and the train type, and control the first train and the second train to operate respectively based on their respective movement authorizations.

9. An electronic device, characterized in that: include: Memory, used to store computer programs; A processor, used to execute the computer program to implement the train operation control method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: Used to store computer programs; wherein, when the computer program is executed by a processor, the train operation control method as described in any one of claims 1 to 7 is implemented.

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