Train remote limitation manual mode automatic control method and device and medium

Abstract

The invention relates to a train remote limitation manual mode automatic control method and device and a medium, and the method comprises the steps that a vehicle-mounted controller CC or an automatic monitoring system ATS applies for a temporary path to a zone controller ZC, and the zone controller ZC establishes the temporary path based on search and calculation of resources related to the temporary path; sending the information to a vehicle-mounted controller CC or an automatic monitoring system ATS; and the vehicle-mounted controller CC or the automatic monitoring system ATS controls the train to run based on the received temporary path. Compared with the prior art, the method has the advantages of greatly improving the flexibility of train dispatching in emergency and the processing efficiency of a train control system in accident handling, and the like.

Description

Technical Field

[0001] The invention relates to a rail transit signal system, and in particular to an automatic control method, equipment and medium for a train remote restricted manual mode. Background Art

[0002] Urban rail transit will inevitably encounter some emergencies during operation, such as tunnel flooding and tunnel fires caused by extremely severe weather. These emergencies may cause the train to be unable to move forward, and these emergencies may not be resolved in a short period of time, leaving passengers stranded in place and exposed to dangerous environments for a long time. At this time, the train needs to be able to turn around and return to the previous platform to evacuate passengers. For this problem, some train control systems are currently unable to solve it, and can only be dispatched by phone, allowing the driver to manually drive the train back to the previous platform; some train control systems solve this problem by pre-configuring the corresponding evacuation area in the software data. This method cannot calculate the movement authorization for the train to advance in the reverse route, so that the train can only be driven by the driver at a low speed, which is inefficient.

[0003] After searching China CN112977554A, a rail transit resource processing method and system based on a portable safety terminal is disclosed. Specifically, in the degraded mode, the portable safety terminal is used to interact with the trackside controller to provide the driver with a safety display of the train environment and obtain the train's location and the relationship information between the front and rear vehicles. At the same time, the driver is provided with a means to apply for line resources, so that the driver can apply for line resources independently according to the train environment, and release resources after the train passes for subsequent trains to use. However, the existing patent still cannot calculate the reverse route movement authorization for the train, and there are problems such as low efficiency. Therefore, how to improve the flexibility of train scheduling in emergency situations and the processing efficiency of the train control system in dealing with accidents have become technical problems that need to be solved. Summary of the invention

[0004] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and provide a train remote limited manual mode automatic control method, equipment and medium.

[0005] The purpose of the present invention can be achieved by the following technical solutions:

[0006] According to a first aspect of the present invention, a method for automatic control of a train in a remote restricted manual mode is provided, the method comprising: an onboard controller CC or an automatic monitoring system ATS applies for a temporary path to a regional controller ZC, the regional controller ZC establishes a temporary path based on a search and calculation of temporary path-related resources, and sends the temporary path to the onboard controller CC or the automatic monitoring system ATS; the onboard controller CC or the automatic monitoring system ATS controls the operation of the train based on the received temporary path.

[0007] As a preferred technical solution, the method specifically comprises the following steps:

[0008] Step A: CC or ATS applies for a temporary path from ZC and jumps to step B.

[0009] Step B, ZC determines whether the temporary path from CC or ATS is continuous, if yes, jump to step C; otherwise, end;

[0010] Step C: ZC dynamically calculates the resource information required for establishing the temporary path according to the static data configuration of the software, starts the timer T1, and jumps to step D;

[0011] Step D, ZC sends a turnout drive command to the turnout controller according to the temporary path connection requirements, and rotates the turnout involved in the temporary path establishment to the desired position, and jumps to step E;

[0012] Step E: If ZC checks and finds that all resources on the temporary path meet the allocation conditions, jump to step H; otherwise, jump to step F;

[0013] Step F, ZC updates timer T1, decrements it by 1, and jumps to step G;

[0014] Step G: If the timer T1 is equal to 0, then end; otherwise, return to step E;

[0015] Steps H and ZC update the lighting status of the signal lights within the temporary path according to the static configuration or message information, and jump to step I;

[0016] Step I, ZC calculates the allocatable train for the temporary path and jumps to step J;

[0017] Step J, ZC releases the old resources held by the allocatable trains of the temporary path according to the static configuration or message information, and jumps to step K;

[0018] Steps K and ZC allocate all resources contained in the temporary path to the allocatable trains, and calculate movement authorization for the allocatable trains, and then end.

[0019] As a preferred technical solution, the temporary path in step A includes a series of continuous track sections, which can be added at any time during the software operation, and the track section is part of the track segment.

[0020] As a preferred technical solution, the determination of continuity in step B is specifically as follows:

[0021] According to the static link relationship of the track segments, if for any set of adjacent track segments B in the temporary path i and track section Bi+1 , both satisfy the requirement from track section B i To track section B i+1 If the direction of is consistent with the direction of the temporary path, then the temporary path is considered to be continuous, otherwise it is discontinuous.

[0022] As a preferred technical solution, the resource information in step C includes track sections, switches and side impact protection areas, and the track sections are directly obtained through messages sent by CC or ATS; if the temporary path needs to pass through the positioning or reversal of a certain switch when it is connected, then the switch is required for the establishment of the temporary path; if a certain switch is required for the establishment of the temporary path, then the side impact protection area associated with the switch is required for the establishment of the temporary path.

[0023] As a preferred technical solution, in step D, if the ZC finds that the corresponding turnout is already in the desired position, it is not necessary to send a turnout drive command to the turnout controller; otherwise, a drive command needs to be sent.

[0024] As a preferred technical solution, in step E,

[0025] If the turnout is locked in the desired position, then the turnout resource is eligible for allocation, otherwise it is not.

[0026] If the side impact protection area resource is not allocated to other trains, then the side impact protection area resource meets the allocation conditions, otherwise it does not;

[0027] If a track segment resource meets one of the following conditions, then the track resource is considered eligible for allocation:

[0028] The locking direction of the track section resources is consistent with the direction of the temporary path;

[0029] The locking direction of the track section resources is inconsistent with the direction of the temporary path, but the track section resources are only allocated to the train that issues a temporary path application.

[0030] As a preferred technical solution, in step H, according to project requirements, static configuration or message information is used to determine whether to turn off the lights of the traffic lights in the temporary path.

[0031] As a preferred technical solution, in step I, if the temporary path is applied for directly by the train, the established temporary path is directly allocated to the train; if the temporary path is applied for through ATS, the temporary path is preferentially allocated to the train within it, and secondly to the first upstream vehicle.

[0032] As a preferred technical solution, in step J, if the allocatable train for the temporary path is train X, and train X already holds a portion of the line resources, it is determined whether the resources currently held by train X need to be released through static configuration or message information.

[0033] According to a second aspect of the present invention, there is provided an electronic device, comprising a memory and a processor, wherein a computer program is stored in the memory, and the method described above is implemented when the processor executes the program.

[0034] According to a third aspect of the present invention, there is provided a computer-readable storage medium having a computer program stored thereon, wherein the program implements the method described above when executed by a processor.

[0035] Compared with the prior art, the present invention has the following advantages:

[0036] 1) In the existing train control system, trains can usually only run in the direction of the signal, but the present invention can allow trains to run against the direction of the signal or without a signal without adding a new signal, making the dispatch of trains more flexible.

[0037] 2) If an accident occurs in front of the train and the train cannot move forward, the train needs to turn around and return to the previous platform to evacuate passengers. However, the existing train control system relies on preset software data to block the corresponding area, and then the driver drives visually at a low speed, which is inefficient. In addition, if the corresponding area is not pre-configured in the software data, the train can only be dispatched by phone, which is less efficient and loses the safety protection of the train control system. However, the present invention does not need to configure the corresponding area in the software data in advance, but the ZC dynamically applies for the corresponding line resources according to the message sent by CC or ATS, and calculates the corresponding mobile authorization for the train, which not only ensures the safety of driving, but also greatly speeds up the efficiency of evacuation.

[0038] 3) When processing resource applications for temporary paths, the ZC of the present invention can be compatible with the applications of trains and ATS. When the train's external communication is normal, the train can apply to the ZC for corresponding line resources by itself; when the train's external communication fails, the ATS can apply to the ZC for corresponding line resources, and the ZC allocates the corresponding resources to the faulty train, so that the train can go to the designated location under the protection of the train control system, greatly improving the availability of the train control system. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 It is a specific flow chart of the method of the present invention;

[0040] Figure 2 It is a schematic diagram of a specific embodiment of the present invention. DETAILED DESCRIPTION

[0041] 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 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 should fall within the scope of protection of the present invention.

[0042] The present invention is based on the line resource-based train remote restricted manual mode automatic control method, including a message interaction method for a car controller (Carbone Controller, CC) or an automatic monitoring system (Auto Supervision System, ATS) to apply for a temporary path to a zone controller (ZC); a method for determining the continuity of a temporary path; a method for dynamically searching for resources related to a temporary path; a method for calculating resource allocation conditions for a temporary path; a method for establishing a temporary path; a method for calculating trains that can be assigned to a temporary path, etc. Through the above method, ZC completes the establishment of a temporary path that is independent of software data configuration, remotely realizes a driving scenario that previously required the driver to complete in manual mode, and is under the safety protection of a train control system. This greatly improves the flexibility of train scheduling in emergencies, as well as the processing efficiency of the train control system in dealing with accidents.

[0043] like Figure 1 As shown, the automatic control method of the train remote restriction manual mode based on line resources of the present invention specifically includes:

[0044] Step A: CC or ATS applies for a temporary path from ZC and jumps to step B.

[0045] The difference between an approach and a temporary path is that an approach is usually a series of track sections between two signals, which is pre-defined in the software data and will not change during the software operation; while a temporary path is composed of a series of continuous track sections, which are not pre-defined in the data and can be added at any time during the software operation. Moreover, the track section is only a part of the track section, which can manage the track resources more finely. An example of the format of a temporary path: {starting point Bgn, end point End, number of track sections, list of track sections}, starting point Bgn = (track section B0, coordinates), starting point End = (track section B0, coordinates), n , coordinates), track segment list = (track segment B0,…, track segment B i ,…,Track section B n ), the direction of the temporary path is from Bgn to End.

[0046] In step B, if ZC determines that the temporary path from CC or ATS is continuous, it jumps to step C; otherwise, it ends.

[0047] Among them, if for all i∈[0,n-1], according to the static link relationship of the track segment, track segment B i and track section B i+1 are adjacent and from track section B i To track section B i+1 If the direction of is consistent with the direction of the temporary path, then the temporary path is considered to be continuous, otherwise it is discontinuous.

[0048] Steps C and ZC dynamically calculate the resource information such as track sections, switches, side impact protection areas involved in establishing the temporary path based on the static data configuration of the software, start timer T1, and jump to step D.

[0049] Among them, the track section information involved in the establishment of the temporary path can be directly obtained through the message sent by CC or ATS; if the temporary path needs to pass through the positioning or reversal of a certain switch when it is connected, then the switch is required for the establishment of the temporary path; if a certain switch is required for the establishment of the temporary path, then the side impact protection area associated with the switch is required for the establishment of the temporary path.

[0050] Step D and ZC send a turnout drive command to the turnout controller according to the need for temporary path connectivity, rotate the turnouts involved in temporary path establishment to the desired position, and jump to step E.

[0051] Among them, if ZC finds that the corresponding turnout is already in the expected position, it does not need to send a turnout drive command to the turnout controller, otherwise, it needs to send a drive command.

[0052] Step E: If ZC checks and finds that all resources on the temporary path meet the allocation conditions, jump to step H; otherwise, jump to step F.

[0053] Among them, if the turnout is locked in the expected position, then the turnout resource is eligible for allocation, otherwise it is not; if the side impact protection area resource is not allocated to other trains (i.e., trains other than the train that issued the temporary path application), then the side impact protection area resource is eligible for allocation, otherwise it is not. If the track section resource meets one of the following conditions, then the track resource is considered eligible for allocation:

[0054] The locking direction of the track section resources is consistent with the direction of the temporary path;

[0055] Or the locking direction of the track section resources is inconsistent with the direction of the temporary path, but the track section resources are only allocated to the train that issued the temporary path application;

[0056] As long as all resources on the temporary path meet the allocation conditions before the timer T1 expires, the temporary path is established successfully, otherwise it fails.

[0057] Step F, ZC updates timer T1, decrements it by 1, and jumps to step G.

[0058] Step G: If timer T1 is equal to 0, then end; otherwise, jump to step E.

[0059] If the timer T1 is equal to 0, it means that within a certain period of time, there are still resources on the temporary path that do not meet the allocation conditions, and the temporary path fails to be established.

[0060] Steps H and ZC update the lighting status of the signal lights within the temporary path range according to the static configuration or message information, and jump to step I.

[0061] Among them, according to project needs, static configuration or message information can be used to determine whether to turn off the lights of the traffic lights in the temporary path to prevent the traffic light display from affecting the driver's driving.

[0062] Step I, ZC calculates the allocatable trains for the temporary path and jumps to step J.

[0063] Among them, if the temporary path is applied for directly through the train, then the established temporary path will be directly allocated to the train; if the temporary path is applied for through ATS, then the temporary path will be allocated first to the train within it, and then to the first upstream car.

[0064] Steps J and ZC release the old resources held by the allocatable trains of the temporary path according to the static configuration or message information, and jump to step K.

[0065] Among them, if the allocatable train of the temporary path is train X, and train X already holds some line resources at this time, then according to project needs, it can be determined through static configuration or message information whether the resources currently held by train X need to be released.

[0066] Steps K and ZC allocate all resources contained in the temporary path to the allocatable trains, and calculate movement authorization for the allocatable trains, and then end. Specific embodiments

[0068] like Figure 2As shown, B0, ..., B11 are track sections; P1 and P2 are turnouts; S1, ..., S4 are signal machines; FZ1 and FZ2 are the side impact protection areas of turnout P1. For each track section, its coordinates increase continuously from left to right. For example, the left end point coordinate of B0 is (B0, 0), and the right end point coordinate is (B0, length (B0)), and length (B0) represents the length of track section B0.

[0069] The specific process is as follows:

[0070] Step A: Due to an accident at Platform 2, the train cannot enter Platform 2 to stop. Train 1 and Train 2 need to turn around and return to Platform 1 to evacuate passengers. At this time, Train 1 applies to ZC for a temporary path Path = {starting point Bgn = (B2, length (B2)), end point End = (B0, 0)), track segment list = (B2, B1, B0)}. The direction of the temporary path is from right to left, so jump to step B.

[0071] Step B: According to the static link relationship of the track segments, the temporary path Path is continuous, and jump to step C.

[0072] Among them, since each track segment in the track segment list can find its next track segment along the direction of the temporary path, for example, B1 and B2 are adjacent, and the direction from B2 to B1 is from right to left, which is consistent with the direction of the temporary path, so the temporary path is continuous.

[0073] In step C, ZC dynamically calculates the resource information involved in establishing the temporary path Path according to the software static data configuration, starts the timer T1, and jumps to step D.

[0074] Among them, the track section resources required for the temporary path Path are {B2, B1, B0}, the turnout resources are {P1}, and the side impact protection area resources are {FZ1, FZ2}.

[0075] Step D: ZC sends a turnout drive command to the turnout controller according to the connection requirements of the temporary path Path, rotates the turnout involved in the temporary path establishment to the desired position, and jumps to step E.

[0076] Among them, since the turnout P1 is already in position, there is no need to send a turnout drive command to the turnout controller. If the turnout P1 is in the reverse position at this time, it is necessary to send a command to the turnout controller to drive the turnout P1 to the positioning action.

[0077] In step E, after ZC checks, it is found that all resources on the temporary path Path meet the allocation conditions at this time, and jumps to step H.

[0078] In step H, the temporary route application message sent by train 1 requires turning off the lights of the signals within the route range, so ZC turns off the light of signal S1 and jumps to step I.

[0079] The light-off operation is to prevent the signal light S1 from displaying a red light, so that the driver will manually intervene in driving and stop the vehicle when seeing the red light.

[0080] Step I: At this time, there is train 1 inside the temporary path Path, and there is train 2 upstream of it. According to the train allocation rule, the allocable train of the temporary path Path is train 1, and jump to step J.

[0081] In step J, the temporary path application message sent by train 1 requires the release of old resources held by train 1. At this time, ZC will delete all line resources managed by train 1 and jump to step K.

[0082] Among them, the old resources held by Train 1 are the line resources held by Train 1 at the current moment. For example, Train 1 will have the resources of route R_S1_S2 (indicating a route with the starting signal S1 and the terminal signal S2). After releasing the line resources that have been traveled, it currently still holds the following resources: track section resources {B2, B3, B4, B5}, turnout resources {P1}, and side impact protection area resources {FZ1, FZ2}.

[0083] Step K, ZC allocates all resources associated with the temporary path Path to Train 1, and calculates the movement authorization for Train 1, and ends.

[0084] Among them, after the temporary path Path is assigned to Train 1, ZC will calculate the movement authorization along the direction of the temporary path Path for Train 1 (that is, the movement authorization from right to left). After Train 1 turns around, it can move to Platform 1 according to the movement authorization.

[0085] The above is an introduction to the method embodiment. The following is a further explanation of the scheme of the present invention through electronic equipment and storage medium embodiments.

[0086] The embodiment of the present invention also provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or computer program instructions loaded from a storage unit into a random access memory (RAM). In the RAM, various programs and data required for device operation can also be stored. The CPU, ROM, and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0087] Multiple components in the device are connected to the I / O interface, including: input units, such as keyboards, mice, etc.; output units, such as various types of displays, speakers, etc.; storage units, such as disks, optical disks, etc.; and communication units, such as network cards, modems, wireless communication transceivers, etc. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunication networks.

[0088] The processing unit performs the various methods and processes described above, such as the method of the present invention. For example, in some embodiments, the method of the present invention can be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program can be loaded and / or installed on the device via a ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the method of the present invention described above can be performed. Alternatively, in other embodiments, the CPU can be configured to perform the method of the present invention by any other appropriate means (e.g., by means of firmware).

[0089] The functions described above herein may be performed at least in part by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), and the like.

[0090] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. These program codes can be provided to a processor or controller of a general-purpose computer, a special-purpose computer or other programmable data processing device, so that the program code, when executed by the processor or controller, enables the functions / operations specified in the flow chart and / or block diagram to be implemented. The program code can be executed entirely on the machine, partially on the machine, partially on the machine as a stand-alone software package and partially on a remote machine, or entirely on a remote machine or server.

[0091] In the context of the present invention, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0092] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present invention, and these modifications or replacements should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A train remote restricted manual mode automatic control method, characterized in that: The method includes: the on-board controller CC or the automatic monitoring system ATS applies for a temporary path to the regional controller ZC, the regional controller ZC establishes a temporary path based on the search and calculation of temporary path related resources, and sends it to the on-board controller CC or the automatic monitoring system ATS; the on-board controller CC or the automatic monitoring system ATS controls the train operation based on the received temporary path.

2. According to claim 1, a train remote restricted manual mode automatic control method is characterized in that: The method specifically comprises the following steps: Step A: CC or ATS applies for a temporary path from ZC and jumps to step B. Step B, ZC determines whether the temporary path from CC or ATS is continuous, if yes, jump to step C; otherwise, end; Step C: ZC dynamically calculates the resource information required for establishing the temporary path according to the static data configuration of the software, starts the timer T1, and jumps to step D; Step D, ZC sends a turnout drive command to the turnout controller according to the temporary path connection requirements, and rotates the turnout involved in the temporary path establishment to the desired position, and jumps to step E; Step E: If ZC checks and finds that all resources on the temporary path meet the allocation conditions, jump to step H; otherwise, jump to step F; Step F, ZC updates timer T1, decrements it by 1, and jumps to step G; Step G: If the timer T1 is equal to 0, then end; otherwise, return to step E; Steps H and ZC update the lighting status of the signal lights within the temporary path according to the static configuration or message information, and jump to step I; Step I, ZC calculates the allocatable train for the temporary path and jumps to step J; Step J, ZC releases the old resources held by the allocatable trains of the temporary path according to the static configuration or message information, and jumps to step K; Steps K and ZC allocate all resources contained in the temporary path to the allocatable trains, and calculate movement authorization for the allocatable trains, and then end.

3. According to claim 2, a train remote restriction manual mode automatic control method is characterized in that: The temporary path in step A includes a series of continuous track sections, which can be added at any time during the software operation, and the track section is part of the track segment.

4. According to claim 2, a train remote restriction manual mode automatic control method is characterized in that: In step B, whether it is continuous is determined as follows: According to the static link relationship of the track segments, if for any set of adjacent track segments B in the temporary path i and track section B i+1 , both satisfy the requirement from track section B i To track section B i+1 If the direction of is consistent with the direction of the temporary path, then the temporary path is considered to be continuous, otherwise it is discontinuous.

5. According to claim 2, a train remote restricted manual mode automatic control method is characterized in that: The resource information in step C includes track sections, switches and side impact protection areas. The track sections are directly obtained through messages sent by CC or ATS; if the temporary path needs to pass through the positioning or reversal of a certain switch when it is connected, then the switch is required for the establishment of the temporary path; if a certain switch is required for the establishment of the temporary path, then the side impact protection area associated with the switch is required for the establishment of the temporary path.

6. According to claim 2, a train remote restricted manual mode automatic control method is characterized in that: In the step D, if the ZC finds that the corresponding turnout is already in the desired position, it is not necessary to send a turnout drive command to the turnout controller; otherwise, a drive command needs to be sent.

7. The method for automatic control of a train remote restricted manual mode according to claim 2, characterized in that: In the step E, If the turnout is locked in the desired position, then the turnout resource is eligible for allocation, otherwise it is not. If the side impact protection area resource is not allocated to other trains, then the side impact protection area resource meets the allocation conditions, otherwise it does not; If a track segment resource meets one of the following conditions, then the track resource is considered eligible for allocation: The locking direction of the track section resources is consistent with the direction of the temporary path; The locking direction of the track section resources is inconsistent with the direction of the temporary path, but the track section resources are only allocated to the train that issues a temporary path application.

8. The method for automatic control of a train remote restricted manual mode according to claim 2, characterized in that: In the step H, according to the project requirements, it is determined whether to turn off the lights of the traffic lights in the temporary path through static configuration or message information.

9. The method for automatic control of a train remote restricted manual mode according to claim 2, characterized in that: In step I, if the temporary path is applied for directly by the train, the established temporary path is directly allocated to the train; if the temporary path is applied for through the ATS, the temporary path is preferentially allocated to the train within it, and secondly to the first upstream vehicle.

10. The method for automatic control of a train remote restricted manual mode according to claim 2, characterized in that: In step J, if the allocatable train of the temporary path is train X, and train X already holds a portion of line resources, it is determined whether the resources currently held by train X need to be released through static configuration or message information.

11. An electronic device comprising a memory and a processor, wherein a computer program is stored in the memory, wherein: When the processor executes the program, the method according to any one of claims 1 to 10 is implemented.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method according to any one of claims 1 to 10 is implemented.

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