Train operation control method and device

Abstract

The embodiment of the invention provides a train operation control method and device, and the method comprises the steps: obtaining a route change strategy configured for a target train when the target train is in a route change region; determining a target route sequence and a target turn-back area of the target train according to the route change strategy; based on the area type of the target turn-back area, the interval operation time of the target train between the route changing area and the target turn-back area is determined, and the interval operation time meets the operation plan of the target train; and handling a route for the target train according to the target route sequence and the interval operation time. Through the route change strategy, when the target train is in the route change area, the reasonable target route sequence, the target turn-back area and the interval operation time which meet the operation plan can be generated for the target train, automatic switching of the train paths is achieved, and the turn-back efficiency and the operation efficiency of the target train are improved.

Description

Technical Field

[0001] The embodiments of this specification relate to the field of computer technology, and in particular to a train operation control method and device. Background Art

[0002] With the large-scale planning and construction of urban rail transit, automatic train operation control is crucial to achieving an efficient, safe and user-friendly public transportation system. Therefore, how to perform automatic train operation control has gradually become a research focus.

[0003] At present, the route of a train is usually controlled according to the default route sequence of the train in the driving plan. However, it is assumed that the default route sequence of the train indicates that it only needs to be carried out on the first transfer track, which results in only supporting the return of one train. If the train chooses to return on the first transfer track, the second transfer track can only be idle and cannot handle the return of another train at the same time. This will reduce the return efficiency of the train, affect the operating interval on the line, and thus affect the departure frequency during peak hours in the morning and evening. Therefore, an efficient train operation control solution is urgently needed. Summary of the invention

[0004] In view of this, an embodiment of this specification provides a train operation control method. One or more embodiments of this specification also relate to a train operation control device, a computing device, a computer-readable storage medium and a computer program product to solve the technical defects existing in the prior art.

[0005] According to a first aspect of an embodiment of this specification, a train operation control method is provided, comprising: When the target train is in the route diversion area, the route diversion strategy configured for the target train is obtained; According to the route change strategy, determine the target route sequence and target turnaround area for the target train; Based on the area type of the target reversing area, determining the interval running time of the target train between the route diversion area and the target reversing area, wherein the interval running time satisfies the operation plan of the target train; Arrange routes for target trains based on target route sequence and section running time.

[0006] According to a second aspect of an embodiment of this specification, a train operation control device is provided, comprising: A first acquisition module is configured to acquire a route diversion strategy configured for the target train when the target train is in the route diversion area; A first determination module is configured to determine a target route sequence and a target turnaround area of ​​a target train according to a route alternative strategy; A second determination module is configured to determine the interval running time of the target train between the route diversion area and the target turning area based on the area type of the target turning area, wherein the interval running time satisfies the operation plan of the target train; The processing module is configured to process routes for target trains according to target route sequences and section running time.

[0007] According to a third aspect of an embodiment of this specification, a computing device is provided, including: Memory and processor; The memory is used to store computer programs / instructions, and the processor is used to execute the computer programs / instructions. When the computer programs / instructions are executed by the processor, the steps of the train operation control method provided in the first aspect are implemented.

[0008] According to a fourth aspect of an embodiment of this specification, a computer-readable storage medium is provided, which stores a computer program / instruction, and when the computer program / instruction is executed by a processor, the steps of the train operation control method provided in the first aspect above are implemented.

[0009] According to a fifth aspect of the embodiments of this specification, a computer program product is provided, including a computer program / instruction, which, when executed by a processor, implements the steps of the train operation control method provided in the first aspect above.

[0010] A train operation control method provided by an embodiment of the present specification obtains a route alternative strategy configured for the target train when the target train is in a route alternative area; determines the target route sequence and target reversing area of ​​the target train according to the route alternative strategy; determines the interval operation time of the target train between the route alternative area and the target reversing area based on the area type of the target reversing area, wherein the interval operation time satisfies the operation plan of the target train; and arranges the route for the target train according to the target route sequence and the interval operation time. Through the route alternative strategy, when the target train is in the route alternative area, a reasonable target route sequence, target reversing area, and interval operation time that meet the operation plan can be generated for the target train, thereby realizing automatic switching of the train path and improving the reversing efficiency and operation efficiency of the target train. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1 It is an architecture diagram of a train operation control system provided by an embodiment of this specification; Figure 2 is a flow chart of a train operation control method provided by an embodiment of this specification; Figure 3 It is a schematic diagram of a train station turnaround strategy provided by an embodiment of this specification; Figure 4 It is a schematic diagram of a train station return strategy provided by an embodiment of this specification; Figure 5 is a processing flow chart of a train operation control method provided by an embodiment of this specification; Figure 6 It is a structural schematic diagram of a train operation control device provided by an embodiment of this specification; Figure 7 It is a structural block diagram of a computing device provided by an embodiment of this specification. DETAILED DESCRIPTION

[0012] Many specific details are described in the following description to facilitate a full understanding of this specification. However, this specification can be implemented in many other ways than those described herein, and those skilled in the art can make similar generalizations without violating the connotation of this specification, so this specification is not limited to the specific implementation disclosed below.

[0013] The terms used in one or more embodiments of this specification are only for the purpose of describing specific embodiments, and are not intended to limit one or more embodiments of this specification. The singular forms of "a", "said" and "the" used in one or more embodiments of this specification and the appended claims are also intended to include plural forms, unless the context clearly indicates other meanings. It should also be understood that the term "and / or" used in one or more embodiments of this specification refers to and includes any or all possible combinations of one or more associated listed items.

[0014] It should be understood that although the terms first, second, etc. may be used to describe various information in one or more embodiments of this specification, this information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of one or more embodiments of this specification, the first may also be referred to as the second, and similarly, the second may also be referred to as the first. Depending on the context, the word "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining".

[0015] In addition, it should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in one or more embodiments of this specification are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and provide corresponding operation entrances for users to choose to authorize or refuse.

[0016] First, the terms involved in one or more embodiments of this specification are explained.

[0017] Automatic Train Supervision System (ATS): It is an important part of modern railway traffic management system, mainly used to improve the efficiency and safety of railway operation. The ATS system realizes comprehensive monitoring and management of train operation by integrating various automation technologies and information technologies.

[0018] Communication-Based Train Control (CBTC) refers to a continuous train automatic control system built through active train positioning technology that does not rely on trackside train occupancy detection equipment, continuous train-to-ground two-way data communication technology, and on-board and ground processors that can perform safety functions.

[0019] Interlocking: refers to a technical system used to ensure the safe operation of trains, which interconnects elements such as signals, switches and track occupancy status through mechanical, electrical or electronic means to prevent conflicts and collisions.

[0020] Route: refers to the series of track sections that a train passes through from a specified starting point to another specified end point. The route is set to ensure that the train can move safely from one location to another while avoiding conflicts with other trains.

[0021] Route Sequence: refers to a series of predefined train routes that are arranged in a specific order and logic to ensure that trains can move safely and efficiently from one location to another. Route sequences are usually used in rail transit systems with a high degree of automation, such as automatic train monitoring systems in subway or light rail systems.

[0022] Scheduled Train: refers to a train that runs according to a pre-established operation plan. This plan usually includes detailed information such as the train's route, departure time, arrival time, and stops. The information of the scheduled train will be pre-set in the train automatic monitoring system, and the train's route, departure time, and platform stops will be controlled based on this information to ensure that the entire transportation network can operate efficiently and orderly to meet the travel needs of passengers.

[0023] Headcode Train: refers to a train with only a preset destination but no detailed running route or timetable. "Headcode" refers to the destination code of the train. When a train is designated as a headcode train, the corresponding route will be automatically triggered according to the destination entered by the dispatcher. Headcode trains are generally used for unplanned temporary adjustments or situations that require rapid response in specific circumstances. For example, when an additional train is needed to cope with sudden passenger flow, a headcode train may be used. Planned trains and headcode trains can be managed by advanced signal control systems, such as CBTC systems, to achieve a higher level of automation and safety.

[0024] The traditional CBTC system uses the ATS system and interlocking to arrange routes for trains in advance, and the trains can run along the arranged routes. In the process of arranging routes, the routes are usually pre-set, so the trains can only reach a few parking points. If the train needs to be directed to an unplanned arbitrary location, it is necessary to manually operate the interlocking to move the switch to the specified location and adjust the signal and other equipment to dispatch the train. Therefore, how to carry out automatic train operation control has attracted much attention.

[0025] In the embodiments of this specification, a scheme for automatically controlling train operation is proposed. Through the route alteration strategy, when the target train is in the route alteration area, the route alteration strategy of the target train is obtained in real time, and a reasonable target route sequence is generated on the alteration track according to the route alteration strategy, so that the target train meets the reversal requirements, thereby improving the train's reversal efficiency and operation efficiency.

[0026] In this specification, a train operation control method is provided. This specification also involves a train operation control device, a computing device, a computer-readable storage medium and a computer program product, which are described in detail one by one in the following embodiments.

[0027] See also Figure 1 , Figure 1 The architecture diagram of a train operation control system provided by an embodiment of the present specification is shown, and the train operation control system may include a client 100 and a server 200; wherein the client 100 and the server 200 are connected via a network. The network provides a medium for a communication link between the client 100 and the server 200. The network may include various connection types, such as wired, wireless communication links or optical fiber cables, etc. The data transmitted by the client 100 may need to be encoded, transcoded, compressed, etc. before being released to the server 200.

[0028] The client 100 is used to send a route change strategy configured for a target train to the server 200; The server 200 is used to obtain the route diversion strategy configured for the target train when the target train is in the route diversion area; determine the target route sequence and target reversing area of ​​the target train according to the route diversion strategy; determine the interval running time of the target train between the route diversion area and the target reversing area based on the area type of the target reversing area, wherein the interval running time satisfies the operation plan of the target train; and process the route for the target train according to the target route sequence and the interval running time.

[0029] By applying the solution of the embodiments of this specification, through the route alteration strategy, a reasonable target route sequence, target turning area and interval running time that meet the operation plan can be generated for the target train when the target train is in the route alteration area, thereby realizing automatic switching of train paths and improving the turning efficiency and operating efficiency of the target train.

[0030] In actual applications, the train operation control system may include multiple clients 100 and a server 200, wherein the client 100 may include a terminal-side device, and the server 200 may include a cloud-side device. Multiple clients 100 may establish a communication connection through the server 200. In the train operation control scenario, the server 200 is used to provide train operation control services between multiple clients 100. Multiple clients 100 may serve as a sender or a receiver, respectively, and realize communication through the server 200. Users may interact with the server 200 through the client 100 to receive data sent by other clients 100, or send data to other clients 100, etc. In the train operation control scenario, users may publish data streams to the server 200 through the client 100, and the server 200 may generate route handling results based on the data stream, and push the route handling results to other clients that have established communication.

[0031] The client 100 can be a browser, an application (APP, Application), or a web application such as HyperText Markup Language Version 5 (H5, HyperText Markup Language5) application, or a light application (also known as a mini-program, a lightweight application) or a cloud application, etc. The client 100 can be based on the software development kit (SDK, Software Development Kit) of the corresponding service provided by the server 200, such as based on the real-time communication (RTC, Real Time Communication) SDK development and acquisition. The client 100 can be deployed in an electronic device and needs to rely on the device to run or some APPs in the device to run. For example, the electronic device can have a display screen and support information browsing, such as a personal mobile terminal such as a mobile phone, a tablet computer, a personal computer, etc. Various other types of applications can also be configured in the electronic device, such as human-computer dialogue applications, model training applications, text processing applications, web browser applications, shopping applications, search applications, instant messaging tools, mailbox clients, social platform software, etc.

[0032] The server 200 may include servers that provide various services, such as servers that provide communication services to multiple clients, servers for background training that support models used on clients, and servers that process data sent by clients. It should be noted that the server 200 can be implemented as a distributed server cluster consisting of multiple servers, or as a single server. The server can also be a server of a distributed system, or a server combined with a blockchain. The server can also be a cloud server for basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communications, middleware services, domain name services, security services, content distribution networks (CDN, Content Delivery Network), and big data and artificial intelligence platforms, or an intelligent cloud computing server or intelligent cloud host with artificial intelligence technology.

[0033] It is worth noting that the train operation control method provided in the embodiments of this specification is generally executed by the server, but in other embodiments of this specification, the client may also have similar functions to the server, thereby executing the train operation control method provided in the embodiments of this specification. In other embodiments, the train operation control method provided in the embodiments of this specification may also be jointly executed by the client and the server. Next, taking the server executing the train operation control method proposed in the embodiments of this specification as an example, the train operation control method is described in detail.

[0034] See also Figure 2 , Figure 2A flow chart of a train operation control method provided by an embodiment of the present specification is shown, which specifically includes the following steps: Step 202: When the target train is in the route diversion area, obtain the route diversion strategy configured for the target train.

[0035] It should be noted that the target train refers to the train that is currently under operation control or operation attention. The route change area can be understood as the route change strategy triggering area. When the target train runs to the route change area, the server can determine whether to change the route sequence of the target train. Therefore, the route change area refers to the area that triggers the judgment of whether the route sequence of the target train needs to be changed. The route change strategy refers to the change rules defined for the target train. The route change strategy is used to guide the server to determine whether the target train needs to make a route change and the specific route change method. The route change strategy can be divided into a change-off strategy and a change-on strategy. If the route change strategy configured for the target train is a change-off strategy, it means that the current route sequence of the target train is feasible and no route change is required; if the route change strategy configured for the target train is a change-on strategy, it means that the current route sequence of the target train is not feasible and the server needs to make a route change for the target train. The flexible opening strategy can be divided into different strategies according to specific needs. For example, the flexible opening strategy can be a flexible track equivalent flexible strategy or a flexible track fixed flexible strategy. The flexible opening strategy is set according to actual conditions, and the embodiments of this specification do not impose any limitations on this.

[0036] In actual applications, when the target train is in the route alternative area, there are multiple ways to obtain the route alternative strategy configured for the target train, which are selected according to the actual situation, and the embodiments of this specification do not impose any restrictions on this. In one possible implementation of this specification, when the target train is in the route alternative area, at least one available route alternative strategy can be obtained, and a route alternative strategy can be randomly selected from the at least one available route alternative strategy, and the randomly selected route alternative strategy can be determined as the route alternative strategy configured for the target train. In another possible implementation of this specification, when the target train is in the route alternative area, the route alternative strategy configured for the target train sent by the user through the client can be received. Optionally, when the user sends the route alternative strategy, the unique identifier of the route alternative strategy can be sent, thereby reducing the resources consumed in the data transmission process.

[0037] In an optional embodiment of the present specification, since the target train being in the route alternative area is a trigger condition for obtaining the route alternative strategy configured for the target train, it is possible to first determine whether the target train is in the route alternative area, and then obtain the route alternative strategy configured for the target train when the target train is in the route alternative area. That is, before obtaining the route alternative strategy configured for the target train when the target train is in the route alternative area, the following steps may also be included: Monitor the position of the target train and obtain the current position of the target train; When the target train is in the route diversion area, the route diversion strategy configured for the target train is obtained, including: When it is determined that the target train is in the route diversion area based on the current position, the route diversion strategy configured for the target train is obtained.

[0038] It should be noted that the current position of the target train refers to the current position of the target train on the track. The current position of the target train is updated in real time as the target train runs. The current position of the target train can be represented in different ways, including but not limited to kilometer marks, track section marks, and global positioning system (GPS) coordinates. The selection is made according to the actual situation, and the embodiments of this specification do not impose any restrictions on this.

[0039] In practical applications, there are many ways to monitor the position of the target train and obtain the current position of the target train, which can be selected according to the actual situation. The embodiments of this specification do not impose any restrictions on this. In one possible implementation of this specification, the current position of the target train can be obtained by a transponder installed on the track. When the train passes by, the on-board equipment will read the information in the transponder. This information may include position data, speed limits and other safety-related information. In another possible implementation of this specification, the current position of the target train can be measured by a Doppler radar.

[0040] Furthermore, after obtaining the current position of the target train, the regional position of the route alternative area can be obtained to determine whether the current position is within the regional position. If so, it means that the target train is in the route alternative area, and the route alternative area configured for the target train can be obtained; if not, it means that the target train is not in the route alternative area, and the route alternative area configured for the target train is not obtained. The position of the target train continues to be monitored to obtain the current position of the target train. Until it is determined that the target train is in the route alternative area based on the current position, the route alternative strategy configured for the target train is obtained.

[0041] By applying the solution of the embodiment of this specification, the position of the target train is monitored to obtain the current position of the target train in real time, and the current position is used to determine whether to obtain the route change strategy configured for the target train, thereby accurately triggering the judgment of whether to perform route change on the target train, thereby improving the accuracy of train operation control.

[0042] Step 204: Determine the target route sequence and target reversing area of ​​the target train according to the route alternative strategy.

[0043] It should be noted that the target route sequence refers to the route sequence based on which the target train is routed. The target route sequence includes routes arranged in a certain order to ensure that the train can smoothly pass through each track section and finally reach the predetermined destination. The target reversing area refers to the track section where the target train is allowed to perform a reversing operation.

[0044] In practical applications, when the route alternative strategy is the alternative closing strategy, the current route sequence planned for the target train is determined as the target route sequence of the target train, and the current reversing area planned for the target train is determined as the target reversing area of ​​the target train. When the route alternative strategy is the alternative opening strategy, it means that the target train needs to make a route alternative. According to the specific alternative opening strategy, the path from the route alternative area where the target train is located to the target reversing area corresponding to the alternative opening strategy can be recalculated to determine the target route sequence of the target train.

[0045] In an optional embodiment of the present specification, the route alteration strategy includes at least one of an alteration closing strategy, an alteration track equivalent alteration strategy, and an alteration track fixed alteration strategy; the above-mentioned determination of the target route sequence and the target turnaround area of ​​the target train according to the route alteration strategy may include the following steps: When the route alteration strategy is the alteration closing strategy, the current route sequence and the current reversing area of ​​the target train are obtained; the current route sequence is determined as the target route sequence of the target train, and the current reversing area is determined as the target reversing area of ​​the target train; When the route diversion strategy is a diversion track equivalent diversion strategy, a target diversion track for a target train is selected from multiple diversion tracks; based on the target diversion track, a target route sequence and a target reversing area for the target train are determined; When the route diversion strategy is a fixed diversion track diversion strategy, the target route sequence and target turning area of ​​the target train are determined based on the designated diversion track.

[0046] It should be noted that if the route alteration strategy is a closed alteration strategy, it means that the alteration strategy for the target train is closed, and there is no need to perform route alteration on the target train. Just keep the current route sequence of the target train plan to trigger the route and perform the train's reversal operation. The current route sequence and the current reversal area refer to the original route sequence and reversal area in the target train plan. The reversal area corresponds one to one with the route sequence. If the route alteration strategy is an equivalent alteration strategy for the alternating track, it means that the alteration strategy for the target train is turned on. The equivalent alteration of the alternating track means that the target train can perform reversal operations in the reversing areas corresponding to all the alternating tracks. Among them, the alternating track refers to the spare track that the target train can use when the main line cannot be used for some reason. If the route alteration strategy is a fixed alternating track alteration strategy, it means that the alternating strategy for the target train is turned on. The fixed alteration of the alternating track means that the target train can only perform reversal operations in the reversing area corresponding to the specified alternating track. For example, there are three transfer rails, namely transfer rail 1, transfer rail 2 and transfer rail 3. Assuming that the designated transfer rail is transfer rail 1, it means that the target train can only perform a turnaround operation in the turnaround area 1 corresponding to transfer rail 1.

[0047] In practical applications, there are many ways to obtain the current route sequence and current turnaround area of ​​the target train, which can be selected according to the actual situation. The embodiments of this specification do not impose any restrictions on this. In one possible implementation of this specification, the current route sequence and current turnaround area of ​​the target train sent by the user through the client can be received. In another possible implementation of this specification, the driving schedule of the target train can be obtained, and the current route sequence and current turnaround area of ​​the target train can be read from the driving schedule.

[0048] Furthermore, there are many ways to select the target variable track of the target train from multiple variable tracks, and the specific selection is based on the actual situation. The embodiments of this specification do not impose any restrictions on this. In one possible implementation of this specification, any variable track can be randomly selected from multiple variable tracks as the target variable track of the target train. In another possible implementation of this specification, if the original planned current turnaround area meets the train operation conditions of the target train, the current variable track of the target train can be preferred as the target variable track of the target train, wherein the train operation conditions are such as the current turnaround area where no train exists. Further, after the target variable track of the target train is selected, the target route sequence of the target train can be determined based on the current variable track and the target variable track, and the turnaround area corresponding to the target route sequence can be determined as the target turnaround area of ​​the target train.

[0049] By applying the solution of the embodiments of this specification, a reasonable target route sequence and target turning area that meet the operation plan can be generated for the target train through the route modification strategy set for the target train, thereby improving the turning efficiency and operating efficiency of the target train.

[0050] In an optional embodiment of the present specification, when the route alternative strategy is an alternative track equivalent alternative strategy, selecting a target alternative track of a target train from multiple alternative tracks may include the following steps: When the route alternative strategy is an alternative track equivalent alternative strategy, determining the current alternative track of the target train; When the current changeable track meets the train running conditions, the current changeable track is determined as the target changeable track of the target train; When the current transfer track does not meet the train running condition, a target transfer track of a target train is selected from a plurality of transfer tracks, wherein the target transfer track is any one of the plurality of transfer tracks.

[0051] It should be noted that the current variable track of the target train refers to the variable track planned for the target train. The current variable track of the target train is not included in the multiple variable tracks. There are many ways to determine the current variable track of the target train, which are selected according to the actual situation. The embodiments of this specification do not impose any restrictions on this. In one possible implementation of this specification, the current variable track of the target train sent by the user through the client can be received. In another possible implementation of this specification, the driving schedule of the target train can be obtained, and the current variable track of the target train can be read from the driving schedule.

[0052] In practical applications, taking the train running condition that there is no train in the turnaround area as an example, after determining the current transfer track of the target train, if there is no train in the turnaround area corresponding to the current transfer track, it means that the current transfer track meets the train running conditions, and the current transfer track can be directly determined as the target transfer track of the target train. If there is a train in the turnaround area corresponding to the current transfer track, it means that the current transfer track does not meet the train running conditions, and an equivalent transfer track can be randomly selected from multiple transfer tracks that do not include the current transfer track as the target transfer track.

[0053] By applying the solution of the embodiment of this specification, when the route alteration strategy is the equivalent alteration strategy of the alterable track, it is determined whether to determine the current alterable track as the target alterable track of the target train according to the train operation conditions, thereby reducing the route alterations of the target train as much as possible and improving the train operation control efficiency.

[0054] In an optional embodiment of the present specification, when the route change strategy is a fixed change strategy for the change rail, determining the target route sequence and target turnaround area of ​​the target train based on the designated change rail may include the following steps: When the route alternative strategy is a fixed alternative strategy for the alternative track, determining the current alternative track of the target train; When the current change-through track is the same as the designated change-through track, the current route sequence and the current reversing area of ​​the target train are obtained; the current route sequence is determined as the target route sequence of the target train, and the current reversing area is determined as the target reversing area of ​​the target train; When the current change track is different from the designated change track, the target route sequence and target turning area of ​​the target train are determined according to the current change track and the designated change track.

[0055] It should be noted that, since the fixed change-over strategy of the variable-track indicates that the target train can only turn around on the designated variable-track, when the current variable-track of the target train is the same as the designated variable-track, it means that the target train can turn around on the current variable-track. Therefore, there is no need to change the route of the target train, and the current route sequence is determined as the target route sequence of the target train, and the current turning-around area is determined as the target turning-around area of ​​the target train; when the current variable-track of the target train is different from the designated variable-track, it means that the target train cannot turn around on the current variable-track. Therefore, it is necessary to switch the current variable-track to the designated variable-track, generate the target route sequence of the target train according to the switching of the variable-track, and determine the turning-around area corresponding to the designated variable-track as the target turning-around area of ​​the target train.

[0056] By applying the solution of the embodiment of this specification, when the route diversion strategy is a fixed diversion track diversion strategy, it is determined whether to determine the current diversion track as the target diversion track of the target train according to the designated diversion track, so that the target route sequence and the target reentry area can be accurately determined.

[0057] Step 206: Based on the area type of the target reversing area, determine the interval running time of the target train between the route diversion area and the target reversing area, wherein the interval running time satisfies the operation plan of the target train.

[0058] It should be noted that after determining the target route sequence and target reversing area of ​​the target train according to the route alteration strategy, the route can be processed for the target train according to the target route sequence. Furthermore, since the target route sequence of the target train may change from the previously planned current route sequence, the interval running time consumed by the target train on the path from the route alteration area to the target reversing area can be recalculated to ensure that the target train can operate normally according to the operation plan. The interval running time can include the train travel time and the platform stop time, wherein the train travel time refers to the time when the target train actually travels on the track. The platform stop time refers to the time when the train stops at the platform, which is mainly used for passengers to get on and off, open and close doors, and possible other operations (such as driver shift changes). The interval running time is usually the sum of the train travel time and the platform stop time. Since the interval running time meets the operation plan of the target train, the efficiency and punctuality of the entire rail transit system can be maintained.

[0059] The area type of the target turnaround area is classified according to the positional relationship between the target turnaround area and the platform, and therefore, the area type may include a pre-station turnaround type and a post-station turnaround type. If the area type of the target turnaround area is a pre-station turnaround type, it means that before entering the platform, the target train can run to the target turnaround area and turn around in the target turnaround area; if the area type of the target turnaround area is a post-station turnaround type, it means that after entering the platform, the target train can run to the target turnaround area and turn around in the target turnaround area.

[0060] In an optional embodiment of the present specification, before determining the interval running time of the target train between the route diversion area and the target turning area based on the area type of the target turning area, the following steps may also be included: The target turnaround area is identified as a type to obtain an area type of the target turnaround area, wherein the area type includes any one of a turnaround type before the station and a turnaround type after the station.

[0061] In practical applications, there are many ways to identify the type of the target turning area and obtain the area type of the target turning area, which are selected according to the actual situation, and the embodiments of this specification do not impose any restrictions on this. In one possible implementation of this specification, the turning area position of the target turning area and the platform position of the platform can be obtained, and the area type of the target turning area can be determined based on the turning area position and the platform position. For example, based on the running direction of the target train, if the platform is located on the left side of the turning area, it means that the target turning area is a turning type before the station, and if the platform is located on the right side of the turning area, it means that the target turning area is a turning type after the station. In another possible implementation of this specification, the area type of the target turning area can be read from the area type library, wherein the area type library includes multiple turning areas and the area type of each turning area.

[0062] By applying the solution of the embodiment of this specification, the type of the target turning area is identified, so that the interval running time of the target train between the route diversion area and the target turning area can be determined according to the area type of the target turning area, thereby improving the accuracy of the interval running time.

[0063] In an optional embodiment of the present specification, the area type includes a pre-station reversal type; the above-mentioned determination of the interval running time of the target train between the route diversion area and the target reversal area based on the area type of the target reversal area may include the following steps: When the area type of the target turnaround area is a pre-station turnaround type, determining the train type of the target train; When the train type indicates that the target train is a planned train, the planned stop time of the target train is obtained; and according to the planned stop time, the interval running time of the target train between the route diversion area and the target return area is determined; When the train type indicates that the target train is a head-end train, the planned running time of the target train is obtained; the planned running time is determined as the interval running time of the target train between the route diversion area and the target return area.

[0064] It should be noted that the train type of the target train includes but is not limited to a planned train and a head-code train. If the train type of the target train is a planned train, it means that the target train is a planned train; if the train type of the target train is a head-code train, it means that the target train is a head-code train. There are many ways to determine the train type of the target train, which are selected according to the actual situation. The embodiments of this specification do not impose any restrictions on this. In one possible implementation of this specification, the train configuration information of the target train can be obtained, the train configuration information can be parsed, and the train type of the target train can be obtained. In another possible implementation of this specification, a train schedule can be obtained. If the target train is included in the train schedule, the train type of the target train is determined to be a planned train. If the target train is not included in the train schedule, the train type of the target train is determined to be a head-code train.

[0065] In practical applications, if the area type of the target reversing area is a pre-station reversing type, it means that the route diversion strategy is a pre-station diversion strategy. For the pre-station diversion strategy, the interval running time of the target train between the route diversion area and the target reversing area can be calculated according to the train type of the target train. When the train type indicates that the target train is a planned train, in order to ensure that the interval running time of the target train can meet the operation plan of the target train, the planned stop time of the target train can be obtained, and on the basis of ensuring the planned stop time, the running speed of the target train is adjusted to obtain the interval running time of the target train between the route diversion area and the target reversing area. When the train type indicates that the target train is a head-stop train, the default planned driving time can be directly determined as the interval running time of the target train between the route diversion area and the target reversing area, wherein the planned driving time includes the planned stop time and the planned running time.

[0066] By applying the solution of the embodiment of this specification, the interval running time of the target train between the route diversion area and the target turnaround area of ​​the pre-station turnaround type is determined according to the train type of the target train, so that the interval running time meets the train operation plan and improves the accuracy of the interval running time.

[0067] See also Figure 3 , Figure 3 A schematic diagram of a train station turnaround strategy provided by an embodiment of this specification is shown, such as Figure 3 As shown in FIG. 1 , when the target train is traveling from platform 1 to platform 2, when the target train is in the route diversion area, if the route diversion strategy configured for the target train is the pre-station return strategy, the running route of the target train can be as follows: Figure 3 As shown in the single arrow dotted line, the single arrow indicates the running direction of the target train.

[0068] In an optional embodiment of the present specification, the area type includes a post-station reversal type; the above-mentioned determination of the interval running time of the target train between the route diversion area and the target reversal area based on the area type of the target reversal area may include the following steps: When the area type of the target turnaround area is a post-station turnaround type, the planned travel time of the target train is obtained; The planned driving time is determined as the target train's running time between the route diversion area and the target reversing area.

[0069] It should be noted that if the area type of the target reversing area is the post-station reversing type, it means that the route diversion strategy is the post-station diversion strategy. For the post-station diversion strategy, since the target train turns around and changes ends in the target reversing area after the station, the distance traveled is very different from the distance traveled before the diversion. Therefore, the planned driving time of the target train can be directly determined as the interval running time of the target train between the route diversion area and the target reversing area.

[0070] In practical applications, there are many ways to obtain the planned driving time of the target train, which can be selected according to the actual situation, and the embodiments of this specification do not limit this. In one possible implementation of this specification, the planned driving time of the target train sent by the user through the client can be received. In another possible implementation of this specification, the driving schedule of the target train can be obtained, and the planned driving time of the target train can be parsed from the driving schedule of the target train.

[0071] By applying the solution of the embodiment of this specification, when the area type of the target turnaround area is the post-station turnaround type, the planned driving time of the target train is directly determined as the section running time, thereby achieving efficient determination of the section running time.

[0072] See also Figure 4 , Figure 4 A schematic diagram of a train station return strategy provided by an embodiment of this specification is shown, such as Figure 4 As shown in FIG. 1 , when the target train is in the route diversion area, if the route diversion strategy obtained for the target train is the post-station return strategy, it means that the target return area of ​​the target train is behind the platform, and the running route of the target train can be as follows: Figure 4 As shown in the single arrow dotted line, the single arrow indicates the running direction of the target train.

[0073] Step 208: Arrange a route for the target train according to the target route sequence and section running time.

[0074] In practical applications, there are multiple ways to process routes for target trains based on the target route sequence and interval running time, which are selected based on actual conditions, and the embodiments of this specification do not impose any restrictions on this. In one possible implementation of this specification, routes can be processed directly for target trains based on the target route sequence and interval running time, so that the target train can travel at a running speed that meets the interval running time according to the target route sequence.

[0075] In another possible implementation of the present specification, after the train turns back and changes ends in the target turning area, the service end can match the next plan for the target train based on the area where the target train is currently located. However, since the target route sequence of the target train may have changed compared to the current route sequence of the plan, the target train may not be able to successfully match the next plan. In order to solve this problem, in an embodiment of the present specification, when processing the route for the target train based on the target route sequence and the interval running time, the target route sequence can be directly associated with the planned route sequence of the next plan, thereby avoiding the situation where the next plan cannot be matched. That is, before processing the route for the target train based on the target route sequence and the interval running time, the following steps can also be included: Obtain the planned route sequence of the target train; According to the target route sequence and section running time, the route for the target train can include the following steps: Associating the target approach sequence with the planned approach sequence to obtain an associated approach sequence; Arrange routes for target trains based on associated route sequences and section running times.

[0076] It should be noted that the planned route sequence of the target train refers to the next route sequence that the target train plans to handle after turning around and changing ends in the target reversing area. There are many ways to obtain the planned route sequence of the target train, which are selected according to the actual situation. The embodiments of this specification do not impose any restrictions on this. In one possible implementation of this specification, the planned route sequence of the target train sent by the user through the client can be received. In another possible implementation of this specification, the driving schedule of the target train can be obtained, and the planned route sequence corresponding to the target reversing area is matched from the driving schedule according to the target reversing area where the target train is currently located. If the match fails, it is determined whether the route change strategy is an equivalent workaround strategy for the change of track. Then, other reversing areas equivalent to the target reversing area can be used to match the planned route sequences corresponding to the other reversing areas from the driving schedule until the match is successful, and the planned route sequence of the target train is obtained.

[0077] By applying the scheme of the embodiment of this specification, the target route sequence and the planned route sequence are associated, and the obtained associated route sequence includes not only the target route sequence for the target train to run from the route diversion area to the target turning area, but also the planned route sequence for reference of the target train after turning back and changing ends in the target turning area, thereby avoiding the situation where the next plan cannot be matched and improving the accuracy and smoothness of train operation control.

[0078] See also Figure 5 , Figure 5 A processing flow chart of a train operation control method provided by an embodiment of the present specification is shown. The train operation control method can be applied to an ATS system, wherein the ATS system can be deployed on a client, or on a server, or on a client and a server in a distributed manner; the train operation control method specifically includes: After the train operation control begins, the route alteration strategy and route alteration area can be set. It should be noted that when setting the route alteration strategy, the strategy identifier of the route alteration strategy (used to uniquely identify the strategy, such as serial number 1, serial number 2), strategy attributes (such as pre-station alteration strategy, post-station alteration strategy), route alteration area, specific alteration strategy (such as alteration closure strategy, alteration track equivalent alteration strategy and alteration track fixed alteration strategy), number of reversing areas (the number of reversing areas used for route alteration), reversing area identifier (used to uniquely identify the reversing area, such as serial number a, serial number b) and other information can be set to facilitate the acquisition of the route alteration strategy configured for the target train; when setting the route alteration After determining the strategy and route alternative area, it is further possible to determine whether the target train is in the route alternative area. When the target train is in the route alternative area, the route alternative strategy configured for the target train can be obtained, and the target route sequence and target reversing area of ​​the target train can be determined according to the route alternative strategy; based on the area type of the target reversing area, the interval running time of the target train between the route alternative area and the target reversing area is determined, wherein the interval running time satisfies the operation plan of the target train; according to the target route sequence and the interval running time, the route is processed for the target train, and the train operation control is ended.

[0079] By applying the solution of the embodiment of this specification, through the route change strategy, the route change strategy of the target train can be obtained in real time when the target train is in the route change area, and a reasonable target route sequence can be generated on the change track according to the route change strategy, so that the target train meets the turnaround requirements and improves the turnaround efficiency and operation efficiency of the train. In addition, through the route change strategy, when it is identified that the scene in front of the target train does not meet the train operation conditions, the path can be automatically switched to ensure the normal operation of the train.

[0080] Corresponding to the above train operation control method embodiment, this specification also provides a train operation control device embodiment, Figure 6 FIG. 1 is a schematic diagram showing the structure of a train operation control device provided by an embodiment of the present specification. Figure 6 As shown, the device comprises: A first acquisition module 602 is configured to acquire a route diversion strategy configured for the target train when the target train is in the route diversion area; The first determination module 604 is configured to determine a target route sequence and a target turnaround area of ​​a target train according to a route alternative strategy; The second determination module 606 is configured to determine the interval running time of the target train between the route diversion area and the target turning area based on the area type of the target turning area, wherein the interval running time satisfies the operation plan of the target train; The processing module 608 is configured to process the route for the target train according to the target route sequence and the section running time.

[0081] Optionally, the route alteration strategy includes at least one of an alteration closing strategy, an alteration track equivalent alteration strategy, and an alteration track fixed alteration strategy; the first determination module 604 is further configured to, when the route alteration strategy is an alteration closing strategy, obtain the current route sequence and the current turning area of ​​the target train; determine the current route sequence as the target route sequence of the target train, and determine the current turning area as the target turning area of ​​the target train; when the route alteration strategy is an alteration track equivalent alteration strategy, select the target alteration track of the target train from multiple alteration tracks; based on the target alteration track, determine the target route sequence and the target turning area of ​​the target train; when the route alteration strategy is a alteration track fixed alteration strategy, determine the target route sequence and the target turning area of ​​the target train based on the designated alteration track.

[0082] Optionally, the first determination module 604 is further configured to determine the current diversion track of the target train when the route diversion strategy is a diversion track equivalent diversion strategy; when the current diversion track meets the train operation conditions, determine the current diversion track as the target diversion track of the target train; when the current diversion track does not meet the train operation conditions, select the target diversion track of the target train from multiple diversion tracks, wherein the target diversion track is any one of the multiple diversion tracks.

[0083] Optionally, the first determination module 604 is further configured to determine the current diverting track of the target train when the route diversion strategy is a fixed diverting track diversion strategy; obtain the current route sequence and current turning area of ​​the target train when the current diverting track is the same as the designated diverting track; determine the current route sequence as the target route sequence of the target train, and determine the current turning area as the target turning area of ​​the target train; when the current diverting track is different from the designated diverting track, determine the target route sequence and target turning area of ​​the target train based on the current diverting track and the designated diverting track.

[0084] Optionally, the area type includes a pre-station turnaround type; the second determination module 606 is further configured to determine the train type of the target train when the area type of the target turnaround area is the pre-station turnaround type; when the train type indicates that the target train is a planned train, obtain the planned stop time of the target train; determine the interval running time of the target train between the route diversion area and the target turnaround area based on the planned stop time; when the train type indicates that the target train is a head-stop train, obtain the planned driving time of the target train; determine the planned driving time as the interval running time of the target train between the route diversion area and the target turnaround area.

[0085] Optionally, the area type includes a post-station turnaround type; the second determination module 606 is further configured to obtain the planned driving time of the target train when the area type of the target turnaround area is the post-station turnaround type; and determine the planned driving time as the interval running time of the target train between the route diversion area and the target turnaround area.

[0086] Optionally, the device also includes: a second acquisition module, configured to obtain a planned route sequence of a target train; a processing module 608, further configured to associate the target route sequence with the planned route sequence to obtain an associated route sequence; and process the route for the target train according to the associated route sequence and the section running time.

[0087] Optionally, the device further includes: an identification module configured to perform type identification on the target turn-around area to obtain an area type of the target turn-around area, wherein the area type includes any one of a pre-station turn-around type and a post-station turn-around type.

[0088] Optionally, the device also includes: a monitoring module, configured to monitor the position of the target train and obtain the current position of the target train; a first acquisition module 602, further configured to obtain a route diversion strategy configured for the target train when it is determined that the target train is in a route diversion area based on the current position.

[0089] By applying the solution of the embodiments of this specification, through the route alteration strategy, a reasonable target route sequence, target turning area and interval running time that meet the operation plan can be generated for the target train when the target train is in the route alteration area, thereby realizing automatic switching of train paths and improving the turning efficiency and operating efficiency of the target train.

[0090] The above is a schematic scheme of a train operation control device of this embodiment. It should be noted that the technical scheme of the train operation control device and the technical scheme of the above train operation control method belong to the same concept, and the details not described in detail in the technical scheme of the train operation control device can be referred to the description of the technical scheme of the above train operation control method.

[0091] Figure 7 The block diagram of a computing device provided by an embodiment of the present specification is shown. The components of the computing device 700 include but are not limited to a memory 710 and a processor 720. The processor 720 is connected to the memory 710 via a bus 730, and the database 750 is used to store data.

[0092] The computing device 700 also includes an access device 740 that enables the computing device 400 to communicate via one or more networks 760. Examples of these networks include a public switched telephone network (PSTN), a local area network (LAN), a wide area network (WAN), a personal area network (PAN), or a combination of communication networks such as the Internet. The access device 740 may include one or more of any type of network interface (e.g., a network interface card (NIC)) of wired or wireless, such as an IEEE 802.11 wireless local area network (WLAN) wireless interface, a world microwave interconnection access (Wi-MAX) interface, an Ethernet interface, a universal serial bus (USB) interface, a cellular network interface, a Bluetooth interface, a near field communication (NFC) interface, and the like.

[0093] In one embodiment of the present specification, the above components of the computing device 700 and Figure 7 Other components not shown in the figure may also be connected to each other, for example, via a bus. It should be understood that Figure 7 The computing device structure block diagram shown is only for the purpose of illustration, and is not intended to limit the scope of this specification. Those skilled in the art can add or replace other components as needed.

[0094] The computing device 700 may be any type of stationary or mobile computing device, including a mobile computer or mobile computing device (e.g., a tablet computer, a personal digital assistant, a laptop computer, a notebook computer, a netbook, etc.), a mobile phone (e.g., a smart phone), a wearable computing device (e.g., a smart watch, smart glasses, etc.), or other types of mobile devices, or a stationary computing device such as a desktop computer or a personal computer (PC). The computing device 700 may also be a mobile or stationary server.

[0095] The processor 720 is used to execute computer programs / instructions, which implement the steps of the above-mentioned train operation control method when executed by the processor.

[0096] The above is a schematic scheme of a computing device of this embodiment. It should be noted that the technical scheme of the computing device and the technical scheme of the above train operation control method belong to the same concept, and the details not described in detail in the technical scheme of the computing device can be referred to the description of the technical scheme of the above train operation control method.

[0097] An embodiment of the present specification also provides a computer-readable storage medium storing a computer program / instruction, which implements the steps of the above-mentioned train operation control method when executed by a processor.

[0098] The above is a schematic scheme of a computer-readable storage medium of this embodiment. It should be noted that the technical scheme of the storage medium and the technical scheme of the train operation control method described above are of the same concept, and the details not described in detail in the technical scheme of the storage medium can be referred to the description of the technical scheme of the train operation control method described above.

[0099] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a necessary general hardware platform, and of course can also be implemented by hardware. Based on this understanding, the essence of the above technical solution or the part that makes the contribution can be embodied in the form of a computer program product, and the computer program product can be stored in a computer-readable storage medium. An embodiment of this specification also provides a computer program product, including a computer program / instruction, which implements the steps of the above train operation control method when the computer program / instruction is executed by a processor.

[0100] The above is a schematic scheme of a computer program product of this embodiment. It should be noted that the technical scheme of the computer program product and the technical scheme of the above train operation control method belong to the same concept, and the details not described in detail in the technical scheme of the computer program product can be referred to the description of the technical scheme of the above train operation control method.

[0101] The above is a description of a specific embodiment of the specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the embodiments and still achieve the desired results. In addition, the processes depicted in the drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0102] The computer instructions include computer program codes, which may be in source code form, object code form, executable files or some intermediate forms, etc. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, USB flash drive, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium, etc. It should be noted that the content contained in the computer-readable medium may be appropriately increased or decreased according to the requirements of patent practice. For example, in some regions, according to patent practice, computer-readable media do not include electric carrier signals and telecommunication signals.

[0103] It should be noted that, for the above-mentioned method embodiments, for the sake of simplicity of description, they are all expressed as a series of action combinations, but those skilled in the art should be aware that the embodiments of this specification are not limited by the order of the actions described, because according to the embodiments of this specification, some steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily required by the embodiments of this specification.

[0104] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0105] The preferred embodiments of this specification disclosed above are only used to help explain this specification. The optional embodiments do not describe all the details in detail, nor do they limit the invention to only the specific implementation methods described. Obviously, many modifications and changes can be made according to the content of the embodiments of this specification. This specification selects and specifically describes these embodiments in order to better explain the principles and practical applications of the embodiments of this specification, so that technicians in the relevant technical field can well understand and use this specification. This specification is only limited by the claims and their full scope and equivalents.

Claims

1. A train operation control method, characterized in that: include: When the target train is in the route diversion area, obtaining a route diversion strategy configured for the target train; Determine the target route sequence and target turnaround area of ​​the target train according to the route alternative strategy; Based on the area type of the target reversing area, determining the interval running time of the target train between the route diversion area and the target reversing area, wherein the interval running time satisfies the operation plan of the target train; According to the target route sequence and the section running time, a route is arranged for the target train.

2. The method according to claim 1, characterized in that The route alternative strategy includes at least one of an alternative closing strategy, an alternative track equivalent alternative strategy, and an alternative track fixed alternative strategy; Determining the target route sequence and target turnaround area of ​​the target train according to the route alternative strategy includes: When the route alternative strategy is the alternative closing strategy, obtaining the current route sequence and the current reversing area of ​​the target train; determining the current route sequence as the target route sequence of the target train, and determining the current reversing area as the target reversing area of ​​the target train; In the case where the route diversion strategy is the diversion track equivalent diversion strategy, a target diversion track of the target train is selected from a plurality of diversion tracks; based on the target diversion track, a target route sequence and a target reversing area of ​​the target train are determined; In the case where the route diversion strategy is the fixed diversion strategy for the diverting track, the target route sequence and the target turning area of ​​the target train are determined based on the designated diverting track.

3. The method according to claim 2, characterized in that When the route alternative strategy is the alternative strategy equivalent to the alternative track, selecting a target alternative track of the target train from a plurality of alternative tracks includes: In the case where the route alternative strategy is the alternative track equivalent alternative strategy, determining the current alternative track of the target train; In the case where the current changeable track meets the train running conditions, determining the current changeable track as the target changeable track of the target train; When the current transfer rail does not satisfy the train running condition, a target transfer rail of the target train is selected from the multiple transfer rails, wherein the target transfer rail is any one of the multiple transfer rails.

4. The method according to claim 2, characterized in that: When the route alteration strategy is the fixed alteration strategy for the variable track, determining the target route sequence and the target turning area of ​​the target train based on the designated variable track includes: In the case where the route alternative strategy is the fixed alternative strategy for the changeable track, determining the current changeable track of the target train; When the current change-through track is the same as the designated change-through track, obtaining the current route sequence and the current reversing area of ​​the target train; determining the current route sequence as the target route sequence of the target train, and determining the current reversing area as the target reversing area of ​​the target train; In a case where the current change-through track is different from the designated change-through track, a target route sequence and a target turning area of ​​the target train are determined according to the current change-through track and the designated change-through track.

5. The method according to claim 1, characterized in that: The area types include pre-station return types; The determining, based on the area type of the target reversing area, the interval running time of the target train between the route diversion area and the target reversing area includes: When the area type of the target turnaround area is the pre-station turnaround type, determining the train type of the target train; When the train type indicates that the target train is a planned train, obtaining the planned stop time of the target train; determining the interval running time of the target train between the route diversion area and the target return area according to the planned stop time; When the train type indicates that the target train is a head-end train, the planned running time of the target train is obtained; the planned running time is determined as the interval running time of the target train between the route diversion area and the target return area.

6. The method according to claim 1, characterized in that The area types include post-station return types; The determining, based on the area type of the target reversing area, the interval running time of the target train between the route diversion area and the target reversing area includes: When the area type of the target turnaround area is the post-station turnaround type, obtaining the planned travel time of the target train; The planned travel time is determined as the interval running time of the target train between the route diversion area and the target return area.

7. The method according to claim 1, characterized in that Before processing the route for the target train according to the target route sequence and the section running time, the method further includes: Obtaining a planned route sequence of the target train; The step of processing a route for the target train according to the target route sequence and the section running time includes: Associating the target approach sequence with the planned approach sequence to obtain an associated approach sequence; According to the associated route sequence and the section running time, a route is arranged for the target train.

8. The method according to any one of claims 1 to 7, characterized in that: Before determining the interval running time of the target train between the route diversion area and the target turning area based on the area type of the target turning area, the method further includes: The target turning area is identified as a type to obtain an area type of the target turning area, wherein the area type includes any one of a turning type before a station and a turning type after a station.

9. The method according to any one of claims 1 to 7, characterized in that: Before obtaining the route diversion strategy configured for the target train when the target train is in the route diversion area, the method further includes: Performing position monitoring on the target train to obtain the current position of the target train; When the target train is in the route diversion area, obtaining the route diversion strategy configured for the target train includes: When it is determined that the target train is in a route diversion area based on the current position, a route diversion strategy configured for the target train is obtained.

10. A train operation control device, characterized in that: include: A first acquisition module is configured to acquire a route diversion strategy configured for the target train when the target train is in a route diversion area; A first determination module is configured to determine a target route sequence and a target turnaround area of ​​the target train according to the route alternative strategy; A second determination module is configured to determine, based on the area type of the target reversing area, an interval running time of the target train between the route diversion area and the target reversing area, wherein the interval running time satisfies the operation plan of the target train; The processing module is configured to process the route for the target train according to the target route sequence and the section running time.

11. A computing device, characterized in that: include: Memory and processor; The memory is used to store computer programs / instructions, and the processor is used to execute the computer programs / instructions. When the computer program / instructions are executed by the processor, the steps of the method described in any one of claims 1 to 9 are implemented.

12. A computer-readable storage medium, characterized in that: It stores a computer program / instruction, which implements the steps of the method described in any one of claims 1 to 9 when executed by a processor.

13. A computer program product, characterized in that The method comprises a computer program / instruction which, when executed by a processor, implements the steps of the method according to any one of claims 1 to 9.

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