A train remote limiting manual mode automation control method, device and medium

Abstract

The application relates to a train remote limiting manual mode automation control method, equipment and medium, the method comprising the following steps: a vehicle-mounted controller CC or an automatic monitoring system ATS applies for a temporary path to a region controller ZC; the region controller ZC establishes a temporary path based on searching and calculation of temporary path related resources, and sends the temporary path to the vehicle-mounted controller CC or the automatic monitoring system ATS; and the vehicle-mounted controller CC or the automatic monitoring system ATS controls train operation based on the received temporary path. Compared with the prior art, the application has the advantages of greatly improving the flexibility of train scheduling in a sudden situation, and improving the processing efficiency of the train control system when dealing with an accident.

Description

Technical Field

[0001] The present 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 inevitably encounters emergencies during operation, such as tunnel flooding and tunnel fires caused by extremely severe weather. These emergencies may prevent the train from continuing to move forward, and these emergencies may not be resolved in a short period of time, leaving passengers stranded and exposed to dangerous environments for a long time. In this case, the train needs to be able to turn around and return to the previous platform to evacuate passengers. Some train control systems currently cannot solve this problem and can only manually drive the train back to the previous platform through telephone dispatch. Some train control systems solve this problem by pre-configuring the corresponding evacuation areas in the software data. This method cannot calculate the movement authorization for the train to move in the reverse route, so the train can only travel at a low speed under the driver's control, 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, it is disclosed that in the degraded mode, the portable safety terminal interacts 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 the resources for subsequent trains to use after the train passes. However, this 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 responding to 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 automated control of a train in a remote restricted manual mode is provided, the method comprising: an on-board controller CC or an automatic monitoring system ATS applies for a temporary path to a zone controller ZC, the zone controller ZC establishes a temporary path based on a search and calculation of temporary path-related resources, and sends the temporary path 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 operation of the train based on the received temporary path.

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

[0008] Step A: CC or ATS requests 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 so, jump to step C; otherwise, end;

[0010] In step C, ZC dynamically calculates the resource information required to establish the temporary path based on the software static data configuration, starts timer T1, and jumps to step D;

[0011] In step D and ZC, according to the temporary path connection requirements, a turnout drive command is sent to the turnout controller, and the turnouts involved in the temporary path establishment are rotated to the desired position, and the process then goes to step E.

[0012] Step E: If the 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 traffic lights within the temporary path range according to the static configuration or message information, and jump to step I;

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

[0017] Steps J and ZC release the old resources held by the allocatable trains on the temporary path according to the static configuration or message information, and jump 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 intervals, which can be added at any time during the software operation, and the track interval 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 any set of adjacent track segments B in the temporary path i and track section Bi+1 , all meet the requirements from track section B i To track section B i+1 If the direction of the temporary path is consistent with that of the temporary path, the temporary path is considered 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 switch is already in the desired position, it is not necessary to send a switch drive command to the switch controller; otherwise, a drive command needs to be sent.

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

[0025] If the switch is locked in the desired position, then the switch resource meets the allocation conditions, otherwise it does not;

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

[0027] If a track segment resource meets one of the following conditions, it 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 the temporary path application.

[0030] As a preferred technical solution, in step H, according to 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.

[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 the 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, an electronic device is provided, comprising a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the method when executing the program.

[0034] According to a third aspect of the present invention, a computer-readable storage medium is provided, on which a computer program is stored, and when the program is executed by a processor, the method described above is implemented.

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

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

[0037] 2) If an accident occurs ahead of the train, preventing it from moving forward, the train needs to turn around and return to the previous platform to evacuate passengers. However, existing train control systems rely on preset software data to block off corresponding areas, and the driver then visually drives at low speeds, which is inefficient. Furthermore, if the corresponding areas are not pre-configured in the software data, the train can only be dispatched by phone, which is even more inefficient and loses the safety protection of the train control system. However, the present invention does not require the corresponding areas to be pre-configured in the software data. Instead, the ZC dynamically applies for the corresponding line resources based on the messages sent by the CC or ATS, and calculates the corresponding movement authorization for the train, which not only ensures driving safety but also greatly improves the efficiency of evacuation.

[0038] 3) When processing resource applications for temporary paths, the ZC of the present invention is compatible with the applications of trains and ATSs. When the train's external communications are normal, the train can apply to the ZC for corresponding line resources on its own. When the train's external communications fail, the ATS can apply to the ZC for corresponding line resources, and the ZC will allocate the corresponding resources to the faulty train, so that the train can reach 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 Detailed flow chart of the method of the present invention;

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

[0041] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0042] The present invention is based on the automatic control method of the remote restricted manual mode of the train of line resources, including the message interaction method of the on-board controller (Carbone Controller, CC) or the automatic supervision system (Auto Supervision System, ATS) to the zone controller (ZC) to apply for a temporary path; a method for determining the continuity of the temporary path; a dynamic search method for resources related to the temporary path; a method for calculating the resource allocation conditions of the temporary path; a method for establishing the temporary path; a method for calculating the allocable trains of the temporary path, etc. Through the above method, ZC completes the establishment of the temporary path that does not rely on the software data configuration, remotely realizes the driving scene that previously required the driver to complete in manual mode, and is under the safety protection of the train control system. Thereby, the flexibility of train scheduling in emergency situations and the processing efficiency of the train control system in responding to accidents are greatly improved.

[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] Among them, 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, track section list}, 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, the process jumps to step C; otherwise, the process 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 the temporary path is consistent with that of the temporary path, the temporary path is considered continuous, otherwise it is discontinuous.

[0048] Steps C and ZC dynamically calculate the resource information such as track sections, switches, and side impact protection areas involved in establishing the temporary path based on the software static data configuration, 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] In steps D and ZC, according to the connection requirements of the temporary path, a switch driving command is sent to the switch controller to rotate the switches involved in the establishment of the temporary path to the desired position, and then jump to step E.

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

[0052] Step E: If the 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 switch is locked in the expected position, then the switch 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 track section resource locking direction is inconsistent with the temporary route direction, but the track section resource is only allocated to the train that issued the temporary route application;

[0056] As long as all resources on the temporary path meet the allocation conditions before the timer T1 expires, the temporary path is successfully established; otherwise, the establishment 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 traffic 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 assignable train for the temporary path and jumps to step J.

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

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

[0065] If the allocable train for the temporary route is train X, and train X already holds some line resources, then static configuration or message information can be used to determine whether the resources currently held by train X need to be released, depending on project requirements.

[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 in the figure, B0, ..., B11 are track sections; P1 and P2 are turnouts; S1, ..., S4 are signals; 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 endpoint of B0 is (B0, 0), and the right endpoint is (B0, length(B0)), where length(B0) represents the length of track section B0.

[0069] The specific process is as follows:

[0070] In step A, due to an accident at platform 2, trains cannot enter platform 2 for parking. Trains 1 and 2 need to turn around and return to platform 1 to evacuate passengers. Train 1 then requests a temporary path from the ZC, Path = {starting point Bgn = (B2, length(B2)), end point End = (B0, 0)), track segment list = (B2, B1, B0)}. The temporary path runs from right to left, so the process skips to step B.

[0071] In step B, according to the static link relationship of the track segments, the temporary path Path is continuous, and the process jumps 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 timer T1, and jumps to step D.

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

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

[0076] Among them, since the switch P1 is already in position, there is no need to send a switch drive command to the switch controller. If the switch P1 is in the reverse position at this time, it is necessary to send a command to the switch controller to drive the switch 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 request message sent by train 1 requires turning off the lights of the signals within the route range, so the ZC will turn off the light of signal S1 and jump 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] In step I, there is train 1 inside the temporary path Path and train 2 upstream of it. According to the train allocation rule, the train that can be allocated to the temporary path Path is train 1, and the process jumps to step J.

[0081] In step J, the temporary path request message sent by train 1 requests the release of the 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] In step K, ZC allocates all resources associated with the temporary path Path to train 1 and calculates the movement authorization for train 1. The process ends.

[0084] Among them, after the temporary path Path is assigned to Train 1, ZC will calculate the movement authorization for Train 1 along the direction of the temporary path Path (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 a method embodiment. The following further illustrates the solution of the present invention through an electronic device and a storage medium embodiment.

[0086] An embodiment of the present invention further 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] Many components in a device are connected to the I / O interface, including: input units, such as a keyboard and mouse; output units, such as various types of displays and speakers; storage units, such as magnetic disks and optical disks; and communication units, such as network cards, modems, and wireless communication transceivers. The communication unit allows the device to exchange information / data with other devices via 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 inventive method. For example, in some embodiments, the inventive method 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 inventive method described above can be performed. Alternatively, in other embodiments, the CPU can be configured to perform the inventive method 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, and 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 chip (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. Such program code 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 when the program code is executed by the processor or controller, the functions / operations specified in the flow chart and / or block diagram are implemented. The program code can be executed entirely on the machine, partially on the machine, as a stand-alone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

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

[0092] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and such modifications or substitutions are intended to be within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be subject to the scope of protection of the claims.

Claims

1. A train remote restricted manual mode automatic control method, characterized in that: The method includes: an onboard controller CC or an automatic monitoring system ATS applies for a temporary path to a zone controller ZC; the zone controller ZC establishes a temporary path based on searching and calculating resources related to the temporary path, 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 train operation based on the received temporary path; The method specifically comprises the following steps: Step A: CC or ATS requests 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 so, jump to step C; otherwise, end; In step C, ZC dynamically calculates the resource information required to establish the temporary path based on the software static data configuration, starts timer T1, and jumps to step D; Steps D and ZC send a turnout drive command to the turnout controller according to the temporary path connection requirements, and rotate the turnouts involved in the temporary path establishment to the desired position, and then jump to step E; Step E: If the 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 traffic lights within the temporary path range according to the static configuration or message information, and jump to step I; Step I, ZC calculates the allocable train for the temporary path and jumps to step J; Steps J and ZC release the old resources held by the allocable trains on the temporary path according to the static configuration or message information, and jump 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.

2. The method for automatic control of a train remote restricted manual mode according to claim 1, characterized in that: The temporary path in step A includes a series of continuous track intervals, which can be added at any time during the software operation, and the track interval is part of the track segment.

3. The method for automatic control of a train remote restricted manual mode according to claim 1, characterized in that: The determination of whether it is continuous in step B is specifically as follows: According to the static link relationship of the track segments, if any set of adjacent track segments in the temporary path and track sections , all meet the requirements from the track section To track section If the direction of the temporary path is consistent with that of the temporary path, the temporary path is considered continuous, otherwise it is discontinuous.

4. The method for automatic control of a train remote restricted manual mode according to claim 1, 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.

5. The method for automatic control of a train remote restricted manual mode according to claim 1, characterized in that: In step D, if the ZC finds that the corresponding switch is already in the desired position, it does not need to send a switch driving command to the switch controller; otherwise, it needs to send a driving command.

6. The method for automatic control of a train remote restricted manual mode according to claim 1, characterized in that: In the step E, If the switch is locked in the desired position, then the switch resource meets the allocation conditions, otherwise it does not; If the side impact protection area resource has not been allocated to other trains, then the side impact protection area resource meets the allocation conditions, otherwise it does not meet the conditions; If a track segment resource meets one of the following conditions, it 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 the temporary path application.

7. The method for automatic control of a train remote restricted manual mode according to claim 1, characterized in that: In step H, whether to turn off the lights of the traffic lights in the temporary path is determined by static configuration or message information according to project requirements.

8. The method for automatic control of a train remote restricted manual mode according to claim 1, 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.

9. The method for automatic control of a train remote restricted manual mode according to claim 1, characterized in that: 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.

10. 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 9 is implemented.

11. 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 9 is implemented.

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