Train operation control method and device

Abstract

The embodiments of this specification provide a train operation control method and apparatus, wherein the train operation control method comprises: when a target train is in a route alteration area, obtaining a route alteration strategy configured for the target train; determining a target route sequence and a target reversing area for the target train according to the route alteration strategy; determining the interval running time of the target train between the route alteration 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 arranging a route for the target train according to the target route sequence and the interval running time. By means of the route alteration strategy, a reasonable target route sequence, target reversing 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 the train path and improving the reversing efficiency and operation efficiency of the target train.

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 apparatus. 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 carry out automatic train operation control has gradually become a research focus.

[0003] Currently, train routes are typically controlled based on the default route sequence specified in the train schedule. However, if the default route sequence indicates that only the first transfer track is required, this means that only one train can make a turnaround. If a train makes a turnaround on the first transfer track, the second transfer track will be idle, unable to handle another train's turnaround. This reduces the efficiency of train turnsarounds, affects the operating intervals on the line, and thus affects the frequency of departures 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, embodiments of this specification provide 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 address technical deficiencies in the prior art.

[0005] According to a first aspect of an embodiment of this specification, a train operation control method is provided, comprising:

[0006] When the target train is in the route diversion area, the route diversion strategy configured for the target train is obtained;

[0007] Determine the target route sequence and target turnaround area for the target train based on the route diversion strategy;

[0008] Determining, 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 an operation plan of the target train;

[0009] Arrange routes for target trains based on target route sequence and section running time.

[0010] According to a second aspect of the embodiments of this specification, a train operation control device is provided, comprising:

[0011] 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;

[0012] 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 modification strategy;

[0013] A second determining module is configured to determine, based on the area type of the target turning area, an interval running time of the target train between the route diversion area and the target turning area, wherein the interval running time satisfies the operation plan of the target train;

[0014] The processing module is configured to process routes for target trains according to target route sequences and interval running time.

[0015] According to a third aspect of an embodiment of this specification, a computing device is provided, including:

[0016] memory and processor;

[0017] 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.

[0018] According to a fourth aspect of the embodiments of this specification, a computer-readable storage medium is provided, which stores 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.

[0019] According to a fifth aspect of the embodiments of this specification, a computer program product is provided, comprising 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.

[0020] An embodiment of the present specification provides a train operation control method, which obtains a route alteration strategy configured for the target train when the target train is in a route alteration area; determines the target route sequence and target reversing area of ​​the target train based on the route alteration strategy; determines the interval running time of the target train between the route alteration 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 arranges a route for the target train based on the target route sequence and interval running time. By using the route alteration strategy, a reasonable target route sequence, target reversing 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 the train path and improving the reversing efficiency and operational efficiency of the target train. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 This is an architectural diagram of a train operation control system provided by one embodiment of this specification;

[0022] Figure 2 This is a flow chart of a train operation control method provided by one embodiment of this specification;

[0023] Figure 3 This is a schematic diagram of a train station turnaround strategy provided by an embodiment of this specification;

[0024] Figure 4 This is a schematic diagram of a train station turnaround strategy provided by one embodiment of this specification;

[0025] Figure 5 This is a process flow chart of a train operation control method provided by one embodiment of this specification;

[0026] Figure 6 This is a structural diagram of a train operation control device provided by one embodiment of this specification;

[0027] Figure 7 This is a structural block diagram of a computing device provided by one embodiment of this specification. DETAILED DESCRIPTION

[0028] The following description sets forth many specific details to facilitate a thorough 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 scope of this specification. Therefore, this specification is not limited to the specific implementations disclosed below.

[0029] The terms used in one or more embodiments of this specification are for the purpose of describing specific embodiments only and are not intended to limit one or more embodiments of this specification. The singular forms "a," "the," 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 otherwise. 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.

[0030] 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, such 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".

[0031] 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 relevant countries and regions, and provide corresponding operation entrances for users to choose to authorize or refuse.

[0032] First, the terms involved in one or more embodiments of this specification are explained.

[0033] The Automatic Train Supervision System (ATS) is a key component of modern railway traffic management systems, primarily used to improve the efficiency and safety of railway operations. By integrating various automation and information technologies, the ATS enables comprehensive monitoring and management of train operations.

[0034] 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 capable of performing safety functions.

[0035] Interlocking: refers to a technical system used to ensure the safe operation of trains. It interconnects elements such as signals, switches and track occupancy status through mechanical, electrical or electronic means to prevent conflicts and collisions.

[0036] A route is a series of track sections that a train travels from a designated starting point to another designated destination. Routes are designed to ensure that trains can move safely from one location to another while avoiding conflicts with other trains.

[0037] A route sequence is a set of predefined train routes, arranged in a specific order and logic to ensure the safe and efficient movement of trains from one location to another. Route sequences are often used in highly automated rail transit systems, such as the automatic train monitoring systems in subways or light rail systems.

[0038] Scheduled trains are trains that run according to a pre-defined operating plan. This plan typically includes detailed information such as the train's route, departure time, arrival time, and stops. This information is pre-set in the automatic train monitoring system, which controls train routes, departure times, and platform stops, ensuring the efficient and orderly operation of the entire transportation network and meeting passenger travel needs.

[0039] Headcode Train: refers to a train that only has 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 a quick 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 the CBTC system, to achieve a higher level of automation and safety.

[0040] Traditional CBTC systems use the Automatic Train Tracking System (ATS) and interlocking to pre-arrange train routes, allowing trains to follow these pre-arranged routes. These routes are typically pre-set, limiting train access to a specific set of stops. If a train needs to reach an unplanned location, manual interlocking is required to move the switches to the designated position and adjust signals and other equipment to dispatch the train. Consequently, automated train operation control has garnered significant attention.

[0041] In the embodiments of this specification, a solution for automatic train operation control 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 and improves the train's reversal efficiency and operation efficiency.

[0042] 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.

[0043] See also Figure 1 , Figure 1The following diagram illustrates an architecture of a train operation control system provided by one embodiment of this specification. 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 the communication link between the client 100 and the server 200. The network may include various connection types, such as wired or wireless communication links or fiber optic cables. Data transmitted by the client 100 may need to be encoded, transcoded, compressed, and other processing before being released to the server 200.

[0044] The client 100 is used to send a route modification strategy configured for a target train to the server 200;

[0045] 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 meets 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.

[0046] By applying the solution of the embodiments of this specification, through the route diversion 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 diversion area, thereby realizing automatic switching of the train path and improving the turning efficiency and operating efficiency of the target train.

[0047] In actual applications, the train operation control system may include multiple clients 100 and a server 200, wherein the client 100 may include an end-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 act as senders or receivers, respectively, and communicate through the server 200. Users can 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. The server 200 generates route processing results based on the data stream and pushes the route processing results to other clients with which communication has been established.

[0048] The client 100 can be a browser, an application (APP), a web application such as a Hypertext Markup Language 5 (H5) application, a lightweight application (also known as a mini-program, a type of lightweight application), or a cloud application. The client 100 can be developed based on a software development kit (SDK) for the corresponding service provided by the server 200, such as a real-time communication (RTC) SDK. The client 100 can be deployed in an electronic device and rely on the device or certain applications in the device to operate. For example, the electronic device can have a display and support information browsing, such as a personal mobile terminal such as a mobile phone, tablet computer, or personal computer. Various other types of applications can also be configured in the electronic device, such as human-computer interaction applications, model training applications, text processing applications, web browser applications, shopping applications, search applications, instant messaging tools, email clients, social platform software, etc.

[0049] The server 200 may include servers that provide various services, such as servers that provide communication services to multiple clients, servers that support backend training for 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 in a distributed system or a server integrated with blockchain. The server can also be a cloud server providing 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 delivery networks (CDNs), big data and artificial intelligence platforms, or intelligent cloud computing servers or intelligent cloud hosts equipped with artificial intelligence technology.

[0050] It is worth noting that the train operation control methods provided in the embodiments of this specification are generally executed by the server. However, in other embodiments of this specification, the client may also have similar functions to the server and thus execute the train operation control methods provided in the embodiments of this specification. In other embodiments, the train operation control methods provided in the embodiments of this specification may also be executed jointly by the client and the server. Next, the train operation control methods provided in the embodiments of this specification will be described in detail, taking the server executing the train operation control methods provided in the embodiments of this specification as an example.

[0051] See also Figure 2 , Figure 2A flow chart of a train operation control method provided by one embodiment of this specification is shown, which specifically includes the following steps:

[0052] Step 202: When the target train is in the route diversion area, obtain the route diversion strategy configured for the target train.

[0053] It should be noted that the target train refers to the train currently under operational control or operational attention. The route alteration area can be understood as the area where the route alteration strategy is triggered. When the target train enters the route alteration area, the server can determine whether the route sequence of the target train needs to be changed. Therefore, the route alteration area refers to the area that triggers the judgment of whether the route sequence of the target train needs to be altered. The route alteration strategy refers to the alteration rules defined for the target train. The route alteration strategy is used to guide the server to determine whether the target train needs to make a route alteration and the specific route alteration method. The route alteration strategy can be divided into an alteration-off strategy and an alteration-on strategy. If the route alteration strategy configured for the target train is an alteration-off strategy, it means that the current route sequence of the target train is feasible and no route alteration is required; if the route alteration strategy configured for the target train is an alteration-on strategy, it means that the current route sequence of the target train is not feasible and the server needs to make a route alteration 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 restrictions on this.

[0054] In actual applications, when the target train is in the route alteration area, there are multiple ways to obtain the route alteration strategy configured for the target train, and the specific selection is made according to the actual situation. 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 alteration area, at least one available route alteration strategy can be obtained, and an approach alteration strategy can be randomly selected from the at least one available approach alteration strategy, and the randomly selected approach alteration strategy can be determined as the route alteration strategy configured for the target train. In another possible implementation of this specification, when the target train is in the route alteration area, the route alteration strategy configured for the target train sent by the user through the client can be received. Optionally, when the user sends the route alteration strategy, the unique identifier of the route alteration strategy can be sent, thereby reducing the resources consumed by the data transmission process.

[0055] 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:

[0056] Monitor the position of the target train and obtain the current position of the target train;

[0057] When the target train is in the route diversion area, obtain the route diversion strategy configured for the target train, including:

[0058] When it is determined based on the current position that the target train is in the route diversion area, a route diversion strategy configured for the target train is obtained.

[0059] 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 moves. The current position of the target train can be represented in various ways, including but not limited to kilometer markers, track section markers, and Global Positioning System (GPS) coordinates. The specific representation method is selected based on actual circumstances and is not limited in this embodiment of the present specification.

[0060] In actual applications, there are many ways to monitor the position of a target train and obtain the current position of the target train. The specific method to be selected depends on 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.

[0061] Furthermore, after obtaining the current position of the target train, the regional position of the route alteration 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 alteration area, and the route alteration area configured for the target train can be obtained; if not, it means that the target train is not in the route alteration area, and the route alteration area configured for the target train is not obtained. The position monitoring of the target train continues to obtain the current position of the target train, until it is determined that the target train is in the route alteration area based on the current position, and the route alteration strategy configured for the target train is obtained.

[0062] 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 the route diversion strategy configured for the target train is obtained, thereby accurately triggering the judgment of whether the route diversion strategy for the target train is performed, thereby improving the accuracy of train operation control.

[0063] Step 204: Determine the target route sequence and target reversal area of ​​the target train according to the route modification strategy.

[0064] It's important to note that the target route sequence refers to the route sequence used when routing the target train. The target route sequence includes routes arranged in a specific order to ensure the train can smoothly traverse each track section and ultimately reach its intended destination. The target reversing area refers to the track section where the target train is allowed to reversing.

[0065] In actual applications, when the route alteration strategy is a closed alteration 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 alteration strategy is an open alteration strategy, it indicates that the target train needs to perform a route alteration. Based on the specific open alteration strategy, the path from the route alteration area where the target train is located to the target reversing area corresponding to the open alteration strategy is recalculated to determine the target route sequence of the target train.

[0066] In an optional embodiment of the present specification, the route alteration strategy includes at least one of a closed alteration strategy, an equivalent alteration strategy for alternating tracks, and a fixed alteration strategy for alternating tracks; and determining the target route sequence and target turnaround area of ​​the target train based on the route alteration strategy may include the following steps:

[0067] 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;

[0068] 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 turning area for the target train are determined;

[0069] When the route diversion strategy is a fixed diversion track strategy, the target route sequence and target turning area of ​​the target train are determined based on the designated diversion track.

[0070] It should be noted that if the route alternation strategy is a closed alternation strategy, it means that the alternation strategy for the target train is closed, and there is no need to perform route alternation 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 alternation strategy is an equivalent alternation strategy for the alternating track, it means that the alternation strategy for the target train is turned on. The equivalent alternation strategy for the alternating track means that the target train can perform reversal operations in the reversal areas corresponding to all 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 alternation strategy is a fixed alternation strategy for the alternating track, it means that the alternation strategy for the target train is turned on. The fixed alternation strategy for the alternating track means that the target train can only perform reversal operations in the reversal areas corresponding to the specified alternating track. For example, there are three variable tracks, namely variable track 1, variable track 2 and variable track 3. Assuming that the designated variable track is variable track 1, it means that the target train can only perform a turnaround operation in the turnaround area 1 corresponding to the variable track 1.

[0071] In actual applications, there are multiple ways to obtain the current route sequence and current turnaround area of ​​the target train, and the specific method is 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.

[0072] Furthermore, there are many ways to filter out the target variable rail of the target train from multiple variable rails, and the specific selection is made according to the actual situation. The embodiments of this specification do not impose any restrictions on this. In one possible implementation of this specification, any variable rail can be randomly selected from multiple variable rails as the target variable rail of the target train. In another possible implementation of this specification, if the original planned current turning area meets the train operation conditions of the target train, the current variable rail of the target train can be preferred as the target variable rail of the target train, wherein the train operation conditions are such as the current turning area where no train exists. Further, after filtering out the target variable rail of the target train, the target route sequence of the target train can be determined based on the current variable rail and the target variable rail, and the turning area corresponding to the target route sequence can be determined as the target turning area of ​​the target train.

[0073] 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.

[0074] In an optional embodiment of the present specification, when the route alternative strategy is an equivalent alternative strategy for alternative tracks, selecting a target alternative track for a target train from multiple alternative tracks may include the following steps:

[0075] When the route alteration strategy is an equivalent alteration strategy for alternating tracks, determining the current alternating track of the target train;

[0076] When the current variable track meets the train running conditions, the current variable track is determined as the target variable track of the target train;

[0077] In the case that the current transfer track does not meet the train running condition, a target transfer track of a target train is selected from the multiple transfer tracks, wherein the target transfer track is any one of the multiple transfer tracks.

[0078] 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, and the specific selection is made 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.

[0079] In practical applications, taking the example of a train operation condition where there is no train in the reversing area, after determining the current diverter track of the target train, if there is no train in the reversing area corresponding to the current diverter track, it means that the current diverter track meets the train operation condition and can be directly determined as the target diverter track for the target train. If there is a train in the reversing area corresponding to the current diverter track, it means that the current diverter track does not meet the train operation condition, and an equivalent diverter track can be randomly selected from multiple diverter tracks excluding the current diverter track as the target diverter track.

[0080] By applying the solution of the embodiment of this specification, when the route diversion strategy is the diversion track equivalent diversion strategy, it is determined whether to determine the current diversion track as the target diversion track of the target train based on the train operation conditions, thereby reducing the route diversion of the target train as much as possible and improving the train operation control efficiency.

[0081] In an optional embodiment of the present specification, when the route alteration strategy is a fixed alteration strategy for the alternating track, determining the target route sequence and target turnaround area of ​​the target train based on the designated alternating track may include the following steps:

[0082] When the route diversion strategy is a fixed diversion track diversion strategy, determining the current diversion track of the target train;

[0083] When the current change track is the same as the designated change 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;

[0084] 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.

[0085] It should be noted that, since the fixed-variable track strategy indicates that the target train can only turn back 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 back 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 area is determined as the target turning 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 back 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 area corresponding to the designated variable track as the target turning area of ​​the target train.

[0086] By applying the solution of the embodiment of this specification, when the route diversion strategy is a fixed diversion track diversion strategy, whether the current diversion track is determined as the target diversion track of the target train is determined according to the designated diversion track, thereby accurately determining the target route sequence and the target turning area.

[0087] 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.

[0088] It should be noted that after determining the target route sequence and target reversal area for the target train based on the route diversion strategy, the target train can be routed 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 operating time consumed by the target train on the path from the route diversion area to the target reversal area can be recalculated to ensure that the target train can operate normally according to the operation plan. The interval operating time can include train travel time and platform stop time, where train travel time refers to the actual time the target train travels on the track. Platform stop time refers to the time the train stops at the platform, which is mainly used for passengers boarding and disembarking, opening and closing doors, and possible other operations (such as driver shift changes). The interval operating time is generally the sum of the train travel time and platform stop time. Because the interval operating time meets the operation plan of the target train, the efficiency and punctuality of the entire rail transit system can be maintained.

[0089] The area type of the target reversing area is classified based on the positional relationship between the target reversing area and the platform. Therefore, the area type can include a pre-station reversing type and a post-station reversing type. If the area type of the target reversing area is a pre-station reversing type, it means that before entering the platform, the target train can run to the target reversing area and make a turnaround there. If the area type of the target reversing area is a post-station reversing type, it means that after entering the platform, the target train can run to the target reversing area and make a turnaround there.

[0090] In an optional embodiment of the present specification, before determining the target train's running time between the route diversion area and the target turning area based on the area type of the target turning area, the following steps may be further included:

[0091] 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 the station and a turning type after the station.

[0092] In actual applications, there are many ways to identify the type of the target turning area and obtain the area type of the target turning area, and the specific selection is made 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 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 pre-station turning type, and if the platform is located on the right side of the turning area, it means that the target turning area is a post-station turning type. 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.

[0093] 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.

[0094] In an optional embodiment of the present specification, the area type includes a pre-station turnaround type; and determining the interval running time of the target train between the route diversion area and the target turnaround area based on the area type of the target turnaround area may include the following steps:

[0095] When the area type of the target turnaround area is a pre-station turnaround type, determining the train type of the target train;

[0096] When the train type indicates that the target train is a planned train, the planned stop time of the target train is obtained; based on the planned stop time, the interval running time of the target train between the route diversion area and the target reversing area is determined;

[0097] When the train type indicates that the target train is a first-stop train, the planned driving time of the target train is obtained; the planned driving time is determined as the interval running time of the target train between the route diversion area and the target return area.

[0098] It should be noted that the train type of the target train includes but is not limited to a planned train and a head-end 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-end train, it means that the target train is a head-end train. There are many ways to determine the train type of the target train, and the specific selection is made 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-end train.

[0099] In actual 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. In the case where 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. In the case where the train type indicates that the target train is a head-end 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.

[0100] 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 reversing area of ​​the pre-station reversing 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.

[0101] See also Figure 3 , Figure 3 A schematic diagram of a train station turnaround strategy provided by an embodiment of this specification is shown. Figure 3 As shown in the figure, 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 obtained for the target train is the pre-station return strategy, the target train's route 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.

[0102] In an optional embodiment of the present specification, the area type includes a post-station reversal type; and determining 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:

[0103] 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;

[0104] The planned driving time is determined as the target train's running time between the route diversion area and the target reversing area.

[0105] It should be noted that if the target reversal area is a post-station reversal area, the route alteration strategy is a post-station alteration strategy. With the post-station alteration strategy, since the target train reverses and changes ends in the target reversal area after the station, the distance traveled is very close to the distance traveled before the alteration. Therefore, the target train's planned travel time can be directly determined as the target train's operating time in the interval between the route alteration area and the target reversal area.

[0106] In practical applications, there are multiple ways to obtain the scheduled travel time of a target train, and the specific method is selected based on actual circumstances. This specification does not impose any restrictions on this. In one possible implementation of this specification, the scheduled travel time of the target train sent by a user via a client can be received. In another possible implementation of this specification, a target train schedule can be obtained, and the scheduled travel time of the target train can be parsed from the target train schedule.

[0107] 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 interval running time, thereby achieving efficient determination of the interval running time.

[0108] See also Figure 4 , Figure 4 A schematic diagram of a train station return strategy provided by an embodiment of this specification is shown. Figure 4 As shown in the figure, when the target train is in the route diversion area, if the route diversion strategy obtained for the target train is the back-to-station turnaround strategy, it means that the target turnaround area of ​​the target train is behind the platform. 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.

[0109] Step 208: Arrange a route for the target train based on the target route sequence and interval running time.

[0110] In practical applications, there are multiple ways to arrange routes for target trains based on the target route sequence and interval travel time. The specific method is selected based on actual circumstances, and this specification does not impose any limitations on this. In one possible implementation of this specification, routes can be arranged directly for target trains based on the target route sequence and interval travel time, allowing the target train to travel according to the target route sequence at a speed consistent with the interval travel time.

[0111] In another possible implementation of this 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 this 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:

[0112] Obtain the planned route sequence of the target train;

[0113] According to the target route sequence and section running time, the route for the target train can be arranged by the following steps:

[0114] Associating the target approach sequence with the planned approach sequence to obtain an associated approach sequence;

[0115] Arrange routes for target trains based on associated route sequences and section running times.

[0116] 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, and the specific selection is made 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 according to the target reversing area where the target train is currently located, the planned route sequence corresponding to the target reversing area can be matched from the driving schedule. If the match fails, it is determined whether the route change strategy is an equivalent workaround strategy for the variable 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.

[0117] By applying the solution of the embodiment of this specification, the target route sequence and the planned route sequence are associated. The obtained associated route sequence not only includes the target route sequence for the target train to run from the route diversion area to the target reversing area, but also includes the planned route sequence for the target train to run as a reference after turning back and changing ends in the target reversing area, thereby avoiding the situation where the next plan cannot be matched and improving the accuracy and smoothness of train operation control.

[0118] See also Figure 5 , Figure 5 A flowchart of a train operation control method provided by an embodiment of this 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, a server, or a distributed deployment between the client and the server. The train operation control method specifically includes:

[0119] After the train operation control starts, the route diversion strategy and route diversion area can be set. It should be noted that when setting the route diversion strategy, the strategy identifier of the route diversion strategy (used to uniquely identify the strategy, such as serial number 1, serial number 2), strategy attributes (such as pre-station diversion strategy, post-station diversion strategy), route diversion area, specific diversion strategy (such as diversion closing strategy, diversion track equivalent diversion strategy and diversion track fixed diversion strategy), number of reversing areas (number of reversing areas used for route diversion), 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 diversion strategy configured for the target train; when setting the route diversion strategy, After determining the strategy and route diversion area, it is possible to further determine whether the target train is in the route diversion area. When the target train is in the route diversion area, the route diversion 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 diversion strategy; 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 is determined, wherein the interval running time meets the operation plan of the target train; according to the target route sequence and interval running time, the route is processed for the target train, and the train operation control is ended.

[0120] By applying the solutions of the embodiments of this specification, through the route diversion strategy, the target train's route diversion strategy can be obtained in real time when the target train is in the route diversion area. Based on the route diversion strategy, a reasonable target route sequence is generated on the diversion track, so that the target train meets the reversal requirements, improving the train's reversal efficiency and operational efficiency. Furthermore, through the route diversion strategy, when it is identified that the scene ahead of the target train does not meet the train's operating conditions, the path can be automatically switched to ensure the normal operation of the train.

[0121] Corresponding to the above-mentioned train operation control method embodiment, this specification also provides a train operation control device embodiment, Figure 6 FIG1 shows a schematic diagram of the structure of a train operation control device provided by an embodiment of this specification. Figure 6 As shown, the device includes:

[0122] 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;

[0123] The first determination module 604 is configured to determine a target route sequence and a target turnaround area for a target train according to a route modification strategy;

[0124] The second determining 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;

[0125] The processing module 608 is configured to process the route for the target train according to the target route sequence and the interval running time.

[0126] Optionally, the route alternation strategy includes at least one of an alternation closing strategy, an alternation track equivalent alternation strategy, and an alternation track fixed alternation strategy; the first determination module 604 is further configured to obtain the current route sequence and the current turning area of ​​the target train when the route alternation strategy is the alternation closing strategy; 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 alternation strategy is an alternation track equivalent alternation strategy, select the target alternation track of the target train from multiple alternation tracks; based on the target alternation track, determine the target route sequence and target turning area of ​​the target train; when the route alternation strategy is an alternation track fixed alternation strategy, determine the target route sequence and target turning area of ​​the target train based on the designated alternation track.

[0127] Optionally, the first determination module 604 is further configured to determine the current variable track of the target train when the route diversion strategy is a variable track equivalent diversion strategy; when the current variable track meets the train operation conditions, determine the current variable track as the target variable track of the target train; when the current variable track does not meet the train operation conditions, screen out the target variable track of the target train from multiple variable tracks, wherein the target variable track is any one of the multiple variable tracks.

[0128] Optionally, the first determination module 604 is further configured to determine the current variable track of the target train when the route diversion strategy is a fixed variable track diversion strategy; obtain the current route sequence and current turning area of ​​the target train when the current variable track is the same as the designated variable 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 variable track is different from the designated variable track, determine the target route sequence and target turning area of ​​the target train based on the current variable track and the designated variable track.

[0129] Optionally, the area type includes a pre-station reversal 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 reversal area is a pre-station reversal 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 reversal 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; and determine the planned driving time as the interval running time of the target train between the route diversion area and the target reversal area.

[0130] Optionally, the area type includes a post-station reversal 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 reversal area is a post-station reversal type; and the planned driving time is determined as the interval running time of the target train between the route diversion area and the target reversal area.

[0131] Optionally, the device also includes: a second acquisition module, configured to obtain the planned route sequence of the target train; a processing module 608, further configured to associate the target route sequence and the planned route sequence to obtain an associated route sequence; and process the route for the target train based on the associated route sequence and the interval running time.

[0132] 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.

[0133] 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.

[0134] By applying the solution of the embodiments of this specification, through the route diversion 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 diversion area, thereby realizing automatic switching of the train path and improving the turning efficiency and operating efficiency of the target train.

[0135] The above is a schematic diagram of a train operation control device according to this embodiment. It should be noted that the technical solution of the train operation control device and the technical solution of the aforementioned train operation control method are based on the same concept. For details not described in detail in the technical solution of the train operation control device, please refer to the description of the technical solution of the aforementioned train operation control method.

[0136] Figure 7 7 shows a block diagram of a computing device according to an embodiment of the present disclosure. 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 a database 750 is used to store data.

[0137] Computing device 700 also includes an access device 740 that enables computing device 400 to communicate via one or more networks 760. Examples of such 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. Access device 740 may include one or more of any type of network interface (e.g., a network interface card (NIC)) whether wired or wireless, such as an IEEE 802.11 wireless local area network (WLAN) wireless interface, a World Interoperability for Microwave 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.

[0138] 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. Figure 7 The computing device structure block diagram shown is for illustrative purposes only and is not intended to limit the scope of this specification. Those skilled in the art may add or replace other components as needed.

[0139] Computing device 700 can be any type of stationary or mobile computing device, including a mobile computer or mobile computing device (e.g., a tablet computer, personal digital assistant, laptop computer, notebook computer, netbook computer, etc.), a mobile phone (e.g., a smartphone), a wearable computing device (e.g., a smartwatch, smart glasses, etc.), or other types of mobile devices, or a stationary computing device such as a desktop computer or personal computer (PC). Computing device 700 can also be a mobile or stationary server.

[0140] 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.

[0141] The above is a schematic diagram of a computing device according to this embodiment. It should be noted that the technical solution of the computing device and the technical solution of the aforementioned train operation control method are based on the same concept. For details not described in detail in the technical solution of the computing device, please refer to the description of the technical solution of the aforementioned train operation control method.

[0142] An embodiment of the present specification further 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.

[0143] The above is a schematic diagram of a computer-readable storage medium according to this embodiment. It should be noted that the technical solution of the storage medium and the technical solution of the aforementioned train operation control method are based on the same concept. For details not described in detail in the technical solution of the storage medium, please refer to the description of the technical solution of the aforementioned train operation control method.

[0144] Through the description of the above embodiments, those skilled in the art will clearly understand that each embodiment can be implemented using software plus a necessary general-purpose hardware platform, or of course, hardware. Based on this understanding, the essence or contributing portion of the above technical solution can be embodied in the form of a computer program product, which can be stored on a computer-readable storage medium. One embodiment of this specification also provides a computer program product, including a computer program / instructions, which, when executed by a processor, implement the steps of the above-mentioned train operation control method.

[0145] The above is a schematic diagram of a computer program product according to this embodiment. It should be noted that the technical solution of this computer program product and the technical solution of the aforementioned train operation control method are based on the same concept. For details not described in detail in the technical solution of the computer program product, please refer to the description of the technical solution of the aforementioned train operation control method.

[0146] The foregoing description of this specification describes specific embodiments. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be performed in an order different from that described in the embodiments and still achieve the desired results. Furthermore, the processes depicted in the accompanying drawings do not necessarily require the specific order shown or the sequential order to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0147] The computer instructions include computer program code, which may be in source code form, object code form, executable file, or some intermediate form. The computer-readable medium may include any entity or device capable of carrying the computer program code, recording medium, USB flash drive, mobile hard drive, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal, and software distribution medium. It should be noted that the content of the computer-readable medium may be appropriately increased or decreased based on the requirements of patent practice. For example, in some regions, according to patent practice, computer-readable media does not include electric carrier signals and telecommunication signals.

[0148] It should be noted that for the aforementioned 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, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in this specification are all preferred embodiments, and the actions and modules involved are not necessarily required by the embodiments of this specification.

[0149] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0150] The preferred embodiments disclosed above are intended only to help illustrate this specification. The optional embodiments do not exhaustively describe all details, nor do they limit the invention to the specific embodiments described. Obviously, many modifications and variations can be made based on 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 those skilled in the art can better understand and utilize this specification. This specification is limited only by the claims and their full scope and equivalents.

Claims

1. A train operation control method, characterized in that: include: When a target train is in a route diversion area, obtaining a route diversion strategy configured for the target train, wherein the route diversion strategy includes at least one of a diversion closing strategy, a diversion track equivalent diversion strategy, and a diversion track fixed diversion strategy; According to the route alternation strategy, a target route sequence and a target reversing area of ​​the target train are determined, wherein, when the route alternation strategy is the alternation closing strategy, the target route sequence is the current route sequence of the target train, and the target reversing area is the current reversing area of ​​the target train; when the route alternation strategy is the variable-rail equivalent alternation strategy, the target route sequence is the route sequence corresponding to the target variable-rail, and the target reversing area is the reversing area corresponding to the target variable-rail, and the target variable-rail is obtained by screening from a plurality of variable-rails; when the route alternation strategy is the variable-rail fixed alternation strategy, the target route sequence is the route sequence corresponding to the designated variable-rail, and the target reversing area is the reversing area corresponding to the designated variable-rail; determining, based on the area type of the target turnaround area, an interval running time of the target train between the route diversion area and the target turnaround area, wherein the interval running time satisfies an operation plan of the target train; Arrange a route for the target train based on the target route sequence and the section running time.

2. The method according to claim 1, characterized in that Determining a target route sequence and a target turnaround area for the target train according to the route modification strategy includes: When the route alteration strategy is the alteration closing strategy, obtaining a current route sequence and a current turning area of ​​the target train; determining the current route sequence as a target route sequence of the target train, and determining the current turning area as a target turning area of ​​the target train; In a 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; and a target route sequence and a target turning area of ​​the target train are determined based on the target diversion track. In a case where the route diversion strategy is the fixed diversion strategy for the diversion track, the target route sequence and target turning area of ​​the target train are determined based on the designated diversion track.

3. The method according to claim 2, characterized in that When the route alteration strategy is the alterable track equivalent alteration strategy, selecting a target alterable track of the target train from a plurality of alterable tracks includes: In a case where the route alteration strategy is the alteration track equivalent alteration strategy, determining the current alteration track of the target train; In the case where the current variable track meets the train running conditions, determining the current variable track as the target variable track of the target train; When the current variable-through rail does not meet the train running condition, a target variable-through rail of the target train is selected from the multiple variable-through rails, wherein the target variable-through rail is any one of the multiple variable-through 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 target turning area of ​​the target train based on the designated variable track includes: In a case where the route alteration strategy is the fixed alteration track alteration strategy, determining a current alteration track of the target train; When the current change-through track is the same as the designated change-through track, obtaining a current route sequence and a current turning area of ​​the target train; determining the current route sequence as a target route sequence of the target train, and determining the current turning area as a target turning area of ​​the target train; In a case where the current changing track is different from the designated changing track, a target route sequence and a target turning area of ​​the target train are determined according to the current changing track and the designated changing track.

5. The method according to claim 1, wherein The area types include pre-station turnaround types; The determining, based on the area type of the target turning area, the interval running time of the target train between the route diversion area and the target turning 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 a planned stop time of the target train; and determining a section running time of the target train between the route diversion area and the target reversing area based on the planned stop time. When the train type indicates that the target train is a head train, the planned travel time of the target train is obtained; and 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.

6. The method according to claim 1, wherein The area types include post-station return types; The determining, based on the area type of the target turning area, the interval running time of the target train between the route diversion area and the target turning 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 reversing 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 target train's running time 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 the station and a turning type after the 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 a route diversion strategy configured for the target train includes: When it is determined based on the current position that the target train is in a route diversion area, 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, when a target train is in a route diversion area, a route diversion strategy configured for the target train, wherein the route diversion strategy includes at least one of a diversion closing strategy, a diversion track equivalent diversion strategy, and a diversion track fixed diversion strategy; The first determination module is configured to determine the target route sequence and target reversing area of ​​the target train according to the route alternation strategy, wherein, when the route alternation strategy is the alternation closing strategy, the target route sequence is the current route sequence of the target train, and the target reversing area is the current reversing area of ​​the target train; when the route alternation strategy is the variable rail equivalent alternation strategy, the target route sequence is the route sequence corresponding to the target variable rail, and the target reversing area is the reversing area corresponding to the target variable rail, and the target variable rail is obtained by screening from multiple variable rails; when the route alternation strategy is the variable rail fixed alternation strategy, the target route sequence is the route sequence corresponding to the specified variable rail, and the target reversing area is the reversing area corresponding to the specified variable rail; A second determining module is configured to determine, based on the area type of the target turning area, an interval running time of the target train between the route diversion area and the target turning 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 interval 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 according to 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 according to 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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