Control method for realizing interval autonomous turn-back end change

Abstract

The invention provides a control method for achieving interval autonomous turn-back and end changing, and relates to the technical field of train running direction switching. The method mainly comprises the following steps: sending a destination identifier of a destination section to a vehicle-mounted control system after a train is parked; setting a plurality of sub-routes, and sending a route control instruction from the section where the sub-routes are located to the destination section to the interlocking system according to the destination identifier, so as to lock each sub-route in the turn-back section and provide a corresponding locking direction; a reverse operation instruction is sent to the vehicle-mounted control system, so that the train completes end changing and sends a reverse operation application; and after the movement authorization is obtained and the locking direction of the section where the train is located is switched, the train is controlled to drive to the target section, and turning-back in the section is completed. According to the control method disclosed by the invention, by setting the sub-access and carrying out locking control on the sub-access, autonomous end change turn-back in an interval without signal machine protection can be realized without adding equipment, a CBTC (Communication Based Train Control) level operation mode can be inherited, a fault line can be quickly moved out when an accident occurs in the front, and the rescue efficiency is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of train running direction switching, and particularly to a control method for realizing autonomous reverse end-changing in a section. Background Art

[0002] The reverse end-changing function, as a core component of the rail transit signal system, is a key means to realize the flexible switching of the train between different running directions. In the rail transit network, since most lines are not designed as loops, after the train completes the up or down operation tasks, it must perform a reverse end-changing operation to change its running direction so as to continue to be put into operation on another line. This process not only requires the signal system to have high reliability and accuracy, but also needs to be able to quickly and seamlessly inherit the original train control mode, such as CBTC (Communication Based Train Control) or point-type operation level mode, so as to ensure that the train can quickly and safely be put into operation on the down or up line, effectively improving the overall operation efficiency of the train.

[0003] However, due to the strict requirements of the interlocking system for the occupation and clearing of track sections, complex turnout structures and separate route settings usually need to be deployed in the reverse end-changing area to ensure the driving safety of the train during the end-changing process. These turnouts and routes not only increase the complexity of the rail transit system, but also in the section without signal protection, if emergencies such as collapse or fire occur in the front area, and due to the lack of signal guidance and protection, the train cannot perform the end-changing protected by the signal system, nor can it continue to use the CBTC control level mode to quickly and safely fold out of the accident area, seriously affecting the rescue in case of emergency.

[0004] Based on this, the present invention is proposed. Summary of the Invention

[0005] The purpose of the present invention is to provide a control method for realizing autonomous reverse end-changing in a section. By setting sub-routes and performing locking control on the sub-routes, it is possible to realize autonomous end-changing and reverse in the section without signal protection without adding any equipment, and the CBTC level operation mode can be inherited. When an accident occurs in front of the train, it can quickly move out of the faulty line and improve the rescue efficiency.

[0006] To achieve the above purpose, the present invention provides the following technical solutions:

[0007] A control method for realizing autonomous reverse end-changing in an interval, comprising: S1: When the train is traveling forward and needs to change ends at any section without signal protection in an interval and then travel backward to the destination section, prohibit other trains from entering the destination section; S2: Send a parking control instruction to the on-vehicle control system so that the on-vehicle control system controls the train to stop according to the parking control instruction; S3: After the train stops, send the destination identifier of the destination section to the on-vehicle control system; S4: Set a number of sub-routes and send an approach control instruction from the current section to the destination section to the interlocking system according to the destination identifier, so that the interlocking system locks each sub-route from the current section to the destination section according to the approach control instruction and gives the corresponding locking direction; S5: Send a reverse running instruction to the on-vehicle control system so that the on-vehicle control system controls the train to complete end-changing and send a reverse running application to the area controller; S6: After the on-vehicle control system obtains the movement authorization given by the area controller and the locking direction of the current section is switched, control the train to drive towards the destination section according to the movement authorization to complete the reverse in this interval.

[0008] The present invention provides a preferred solution. In S1, controlling the trains about to enter the destination section from entering, includes: S11: Set the detention or temporary stop of other trains about to enter the destination section through the central dispatching system to make them stop; S12: By means of canceling the route, total release or canceling the automatically triggered route, all forward routes to the destination section will not be automatically opened again.

[0009] The present invention provides a preferred solution. In S2, the parking control instruction is a temporary stop or a remote EB instruction.

[0010] The present invention provides a preferred solution. In S4, the sub-routes include: a single section without signal protection is a sub-route, and the section between two signal machines is a sub-route.

[0011] The present invention provides a preferred solution. In S4, the interlocking system also operates the switches in each sub-route according to the approach control instruction.

[0012] The present invention provides a preferred solution. In S6, before the area controller gives the movement authorization and the locking direction of the current section is switched, after the area controller receives the reverse running application, it judges whether the train has stopped stably and whether the activation end has been switched. If the train has stopped stably and the activation end has been switched, then switch the locking direction of the current section and give the movement authorization.

[0013] The present invention provides a preferred solution. The control method further includes: S7: As the train reverses and leaves each section, successively clear and unlock each sub-route of the corresponding section.

[0014] The present invention provides a preferred solution. In S5 and S6, during the process of train entering the end change and train turning back, the status of the front section is monitored in real time according to the moving block criterion.

[0015] The present invention provides a preferred solution. In S7, each sub - route of the corresponding section after being cleared is executed by the interlocking system according to the three - point unlocking; if the sub - route cannot be unlocked normally, the "section accident unlocking" is operated by the central dispatching system or the man - machine interface of the interlocking system to complete the unlocking.

[0016] The present invention provides a preferred solution. When there are multiple trains in any section that need to change ends and travel in the reverse direction to the destination section, steps S1 to S7 are sequentially executed for each train.

[0017] Compared with the prior art, the above - mentioned technical solution has the following advantages:

[0018] 1. The control method of the present invention, by introducing the concept of sub - route and performing locking control on the sub - route, can achieve section locking protection without the protection of signal lights, and can inherit the existing CBTC (Communication - Based Train Control) level operation mode, enabling the train to quickly complete end - change and reverse operation to a safe area in case of emergency.

[0019] 2. When an accident occurs in front of the train during operation by the control method of the present invention, it can quickly guide the train to move out of the faulty line through the control and adjustment of the sub - route, effectively avoiding the further impact of the accident on train operation. The flexibility and fast response ability of the sub - route enable the rescue work to be carried out more quickly and orderly, greatly improving the rescue efficiency and safety.

[0020] 3. The present invention does not require adding any additional equipment, and realizes the function of autonomous turning back and end - change in the section only through software control and logic optimization, greatly reducing the complexity and cost of the system. It avoids the additional burdens such as maintenance, management and update brought by new equipment, making the system more concise and efficient.

[0021] In summary, a control method for realizing autonomous turning back and end - change in the section of the present invention, by setting sub - routes and performing locking control on the sub - routes, can realize autonomous end - change and turning back in the section without signal - light protection without adding any equipment, and can inherit the CBTC level operation mode. When an accident occurs in front of the train during operation, it can quickly move out of the faulty line and improve the rescue efficiency. Brief Description of the Drawings

[0022] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are only the embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on the provided drawings.

[0023] Figure 1 Flow chart of the control method for realizing autonomous reverse turn-back and end-changing in the interval provided by a specific embodiment of the present invention;

[0024] Figure 2 Flow chart of the control method for realizing autonomous reverse turn-back and end-changing in the interval provided by a specific embodiment of the present invention;

[0025] Figure 3 Signal transmission and control diagram between the central dispatching system, vehicle control system, interlocking system and area controller for the control method for realizing autonomous reverse turn-back and end-changing in the interval provided by a specific embodiment of the present invention;

[0026] Figure 4 Schematic diagram of the interval where a train is waiting for reverse turn-back provided by a specific embodiment of the present invention;

[0027] Figure 5 Schematic diagram of the interval where two trains are waiting for reverse turn-back provided by a specific embodiment of the present invention;

[0028] Figure 6 Schematic diagram of the interval where two trains start to reverse turn-back provided by a specific embodiment of the present invention.

[0029] The reference numerals are as follows: central dispatching system 100, vehicle control system 200, interlocking system 300, area controller 400. Specific embodiments

[0030] The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of them. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention. Please refer to Figures 1 to 6 as shown Figure 1 Flow chart of the control method for realizing autonomous reverse turn-back and end-changing in the interval provided by a specific embodiment of the present invention; Figure 2 Flow chart of the control method for realizing autonomous reverse turn-back and end-changing in the interval provided by a specific embodiment of the present invention; Figure 3Signal flow and control diagram between the central dispatching system, vehicle control system, interlocking system and area controller for the control method of realizing autonomous turnaround and end-changing in a specific embodiment of the present invention; Figure 4 Schematic diagram of an interval where a train is waiting to turn around in a specific embodiment of the present invention; Figure 5 Schematic diagram of an interval where two trains are waiting to turn around in a specific embodiment of the present invention; Figure 6 Schematic diagram of an interval where two trains start to turn around in a specific embodiment of the present invention.

[0031] In one embodiment, a control method for realizing autonomous turnaround and end-changing in an interval is provided. Based on the information transmission and control among the central dispatching system, vehicle control system, interlocking system and area controller, it is mainly realized through the following steps. Please refer to Figure 1 :

[0032] S1: When the train is traveling forward and needs to change ends and reverse to the destination section in any section without signal protection in any interval, other trains are prohibited from entering the destination section. The more detailed process is as follows. Please refer to Figure 4 , assuming that train 1 is running in the CBTC mode to section G04, and a failure (such as landslide / fire, etc.) occurs in the front G05 / G06 section, resulting in inability to enter. It needs to change ends and reverse to platform G01. First, the dispatcher needs to control other trains about to enter the destination section through the central dispatching system to prohibit them from entering. In a preferred embodiment, to prevent trains other than the destination code from intruding, the dispatcher needs to set train detention, etc. to ensure that no train enters to avoid affecting the turnaround operation, that is, to control the trains about to enter section G01 (i.e., the destination section) to be prohibited from entering. The specific method steps are as follows: S11: Set the detention or temporary stop of other trains about to enter the destination section through the central dispatching system to make them stop. S12: At the same time, by canceling the route, total release or canceling the automatically triggered route, all forward routes to the destination section will not be automatically opened again.

[0033] S2: Send a parking control instruction to the vehicle control system so that the vehicle control system controls the train to stop according to the parking control instruction. The more detailed process is as follows: After completing the above S1 pre-operation, the end-changing process is officially started. Please refer to Figure 3, first, the dispatcher issues a stop control instruction to Train 1 through the central dispatching system, mainly a temporary stop or a remote EB instruction. After receiving this instruction, the on-board control system controls Train 1 to stop. A temporary stop refers to the situation where a train has to stop within a non-scheduled station or section during normal operation due to certain special reasons (unplanned). The remote EB instruction (Emergency Brake) is an important safety control measure in the train operation control system. It is usually not directly for the temporary stop situation during train operation, but is used to send an emergency brake instruction to the train remotely in case of an emergency to ensure the train's operation safety. S3: After the train stops, send the destination identifier of the destination section to the on-board control system. After Train 1 stops, the dispatcher issues the destination identifier (i.e., the destination code) to G01 (i.e., the destination section) of Train 1 through the central dispatching system.

[0034] S4: Set several sub-routes and send the route control instruction from the section where the train is located (i.e., Section G04) to the destination section to the interlocking system according to the destination identifier, so that the interlocking system locks each sub-route from the section where the train is located to the destination section according to the route control instruction and gives the corresponding locking direction. The central dispatching system sends the route control instruction of G04→G01 (also called the route handling instruction) to the interlocking system according to this destination code, which includes each sub-route control instruction. In a preferred embodiment, a single section without signal protection is a sub-route, and the section between two signal machines is a sub-route, such as Figure 4 the sub-routes G04, G03, and X04 - X02 in the figure. The interlocking system operates the turnouts in the corresponding route, locks the route, and gives the locking direction according to the route command from the center. By locking the route and the locking direction, it ensures that the train travels along the predetermined route and avoids straying into other lines or sections.

[0035] S5: Send a reverse operation instruction to the on-board control system so that the on-board control system controls the train to complete end-changing and send a reverse operation application to the area controller. The more detailed process is as follows: After completing step S4, the dispatcher issues a reverse operation instruction to Train 1 through the central dispatching system. Train 1 automatically completes end-changing according to the reverse operation instruction and sends a reverse operation application to the area controller. The central dispatching system adds a reverse operation instruction to control the departure conditions of trains in the non-conventional operation direction.

[0036] S6: After the on-vehicle control system obtains the movement authorization given by the area controller and the locking direction of the section where the train is located is switched, the train is controlled to move towards the destination section according to the movement authorization, and the reverse operation within this section is completed. The more detailed process is as follows: In a preferred embodiment, after receiving the reverse operation application, the area controller determines whether Train 1 has come to a complete stop and completed the activation end switching. After Train 1 has come to a complete stop and completed the activation end switching, the area controller switches the locking direction of the section where Train 1 is located and gives the movement authorization. The on-vehicle control system moves towards the section where the destination is located according to the movement authorization information, thereby completing the reverse operation within this section.

[0037] Please refer to Figure 2 , based on the above embodiments, a more preferred embodiment is provided. In a control method for realizing autonomous reverse operation and end-changing within a section, in addition to the above steps S1 to S6, one more step is added: S7: As the train reversely departs from each section, each sub-route of the corresponding section is successively cleared and unlocked. That is, G04, G03, and G02 are cleared in sequence, and the sub-routes of each section are unlocked in sequence. It should be noted that the clearing here refers to the clearing of the block section. The purpose of clearing is to ensure that after the train passes through the block section, this section can be safely released so that subsequent trains can enter. This is an important link in the rail transit signal system to ensure train operation safety and improve transportation efficiency. Route unlocking: When the train clears this block section, this route can be released and provided for the next train to use. This means that subsequent trains can safely enter the previously occupied block section according to the instructions of the signal system. In a more preferred embodiment, the reverse operation for clearing the section is still executed by the interlocking system according to the three-point unlocking principle. Specifically, if a sub-route cannot be normally unlocked due to reasons, the "section failure unlocking" can be completed by operating the human-machine interface of the central dispatching system or the interlocking system. The three-point unlocking principle ensures that the train has indeed passed through the section before unlocking by checking the occupancy and clearing status of the track section, effectively preventing incorrect unlocking caused by misoperation or failure of the track circuit, thereby improving train operation safety. When a sub-route cannot be normally unlocked, the "section failure unlocking" operation can quickly unlock it, avoiding the situation where the train cannot continue to run due to route locking, reducing the accident risk. At the same time, timely unlocking can ensure that subsequent trains can smoothly enter this section, reducing the train operation delay caused by route locking. Moreover, the "section failure unlocking" operation through the human-machine interface of the central dispatching system or the interlocking system realizes remote and fast response, improving the efficiency of handling route failures. This mechanism can adapt to different operation scenarios and fault situations, and flexibly handle the route unlocking problem through the "section failure unlocking" operation.

[0038] In a more preferred embodiment, in steps S5 and S6, when the train enters the end-changing process and during the train's reverse journey, the status of the front section is monitored in real time according to the moving block criterion. By monitoring the status of the front section in real time according to the moving block criterion, it is possible to accurately determine whether there is a train occupying the front section, thus avoiding the occurrence of train conflict accidents. This ensures the safety of the train during the reverse journey and prevents train operation risks caused by information lag or misjudgment. At the same time, the moving block system can dynamically adjust the safety interval between trains according to the real-time speed and position of the train. During the reverse journey, this helps to precisely control the running interval between trains, reduce unnecessary waiting time, and improve train operation efficiency. In addition, by monitoring the status of the front section in real time, the train can enter the reverse track more quickly and accelerate to leave, thereby shortening the reverse time and improving the overall transportation capacity of the line.

[0039] In a preferred embodiment, it is also applicable when there are multiple trains in the section. The operation process is the same as that for a single train. The central dispatching system only needs to set corresponding instructions for the front and rear trains in sequence. That is, when there are multiple trains in any section that need to change ends and travel in the reverse direction to the destination section, steps S1 to S7 are executed for each train in sequence. At the same time, if there are multiple trains that have completed end-changing in a long section, they can be tracked according to the moving block principle. Please refer to Figure 5 , when there are two trains in the section where Platform 1 and Platform 2 are located, the central dispatching system should first issue instructions to control both Train 1 and Train 2 to stop. After stopping stably, operate Train 1 to change ends and drive towards Platform 1 according to the operation process for a single train; during the operation of Train 1 after changing ends, the central dispatching system can operate Train 2 to change ends according to the operation process for a single train (the above steps S1 to S7), and the movement authorization of Train 2 is updated in real time based on the position of Train 1. That is, when Train 2 runs in the reverse direction after changing ends, it still follows the moving block principle under the CBTC level. Please refer to Figure 6 as shown.

[0040] The control method for realizing autonomous reverse end-changing in the section in the above embodiments is based on the information transmission and control among the central dispatching system, on-board control system, interlocking system, and area controller. For the specific content of information transmission and control among the systems, please refer to Figure 3 .

[0041] It should be emphasized that the sub - approach control instruction can only be issued by the central dispatching system. The sub - approach is locked in units of sections. The sub - approach is locked in units of sections, and the interlocking condition check is performed without signal protection in the section. When calculating the movement authority, the zone controller needs to check the continuity of the sub - approach. The central dispatching system uniformly issues the sub - approach control instruction to ensure the authority and accuracy of the instruction, and avoid the train operation risks caused by misoperation or illegal instructions. The central dispatching system uniformly issues the sub - approach control instruction, and the central dispatching system has a strict authority management and instruction verification mechanism, which can ensure that only authorized instructions can be executed, effectively preventing the intrusion of illegal instructions and ensuring train operation safety. In addition, the central dispatching system can monitor the status and execution of the sub - approach in real time, discover and handle anomalies in time, and further improve the safety of the system. Furthermore, the central dispatching system can quickly respond to train operation requirements, uniformly issue sub - approach control instructions, shorten the time of instruction transmission and execution, and improve train operation efficiency. The sub - approach is locked in units of sections to ensure that the train will not enter unauthorized areas during operation, preventing safety accidents such as train collisions and derailments. The central dispatching system adds a sub - approach control instruction (sub - approach handling instruction) to the interlocking system to handle the locking and unlocking of the sub - approach, and can perform the interlocking condition check without signal protection in the section, ensuring that the train still meets the interlocking conditions when passing through the section without signal protection, effectively avoiding train operation accidents caused by non - compliance with interlocking conditions and ensuring train operation safety.

[0042] In addition, the movement authority and safety protection of reverse - running trains still follow the existing CBTC system, which can ensure normal protection under abnormal conditions such as train failures, abnormal occupation of sections, and malfunction of turnouts. In a preferred embodiment, the central dispatching system can add a function to judge whether there is a sub - approach that can be established between the train and the next same - direction signal. When the central dispatching system issues an approach handling instruction to the interlocking system, it judges. If there is, the instruction is successfully issued; if not, the instruction is issued unsuccessfully.

[0043] Through the above - mentioned embodiments, the present invention can achieve the following beneficial technical effects:

[0044] 1. Improve the rescue efficiency in emergency situations: In traditional rail transit systems, turnback and end-changing areas usually have to deploy switches and separate routes, and are restricted by the occupation and clearing of interlockings. This means that in sections without signal protection, in the event of accidents such as collapses or fires in the front area, trains cannot quickly perform end-changing operations protected by the signal system and cannot quickly fold out using the CBTC (Communication-Based Train Control System) control level mode, thus seriously affecting the rescue in emergency situations. However, by introducing the concept of sub-routes, the present invention realizes sectional locking protection without signal protection, can inherit the CBTC level operation mode, enables trains to quickly complete end-changing and run in reverse to a safe area in emergency situations, quickly evacuate from the faulty line, and achieve quick fault elimination, thereby improving the operation and rescue efficiency of urban rail transit.

[0045] 2. Reduce hardware costs and implementation difficulties: The present invention is realized only by changing software without adding any hardware devices, so there is no implementation cost. This has a significant cost advantage compared with traditional solutions that require adding additional hardware devices. At the same time, since it does not involve the installation and commissioning of hardware devices, the implementation difficulty of the present invention is relatively low and can be applied to actual rail transit systems faster.

[0046] 3. Enhance system flexibility and reliability: The present invention introduces a sub-route locking method, which performs locking in units of sections, enhancing the flexibility of the system. In the case of end-changing requirements, the system can flexibly select sub-routes for locking and unlocking operations according to the actual situation. In addition, since the present invention still follows the existing CBTC system principle and interlocking principle, the reliability of the system can be guaranteed. In the event of abnormal situations such as train failures, abnormal section occupation, and switch table failures, the system can normally perform protection and handling.

[0047] 4. Improve train operation efficiency and passenger experience: In traditional rail transit systems, due to the complexity and limitations of turnback and end-changing operations, trains may need to spend more time and resources to complete end-changing operations during operation. However, by realizing autonomous turnback and end-changing in sections, the present invention can greatly reduce the time and resources required for train end-changing, thereby improving train operation efficiency. In addition, since the present invention can support single-car and multi-car CBTC reverse operation in sections, passengers can be evacuated faster in emergency situations, improving the passenger experience.

[0048] Those of ordinary skill in the art can understand that all or part of the processes in the methods of the above embodiments can be completed by instructing relevant hardware through a computer program. The program can be stored in a computer-readable storage medium. When the program is executed, it can include the processes of the above method embodiments. Among them, the storage medium can be a magnetic disk, an optical disk, a read-only memory (ROM), or a random access memory (RAM), etc.

[0049] The technical features of the above embodiments can be combined arbitrarily. For the sake of concise description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope described in this specification. The above embodiments only represent several implementation manners of the present invention, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present invention, several modifications and improvements can still be made, and these all belong to the protection scope of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.

Claims

1. A control method for realizing autonomous reversal and end change in a section, characterized in that: include: S1: When a train is traveling forward to any section without signal protection in any section and needs to change ends and travel in reverse to the destination section, other trains are prohibited from entering the destination section; S2: Sending a stop control instruction to the on-board control system, so that the on-board control system controls the train to stop according to the stop control instruction; S3: After the train stops, the destination identification of the destination section is sent to the on-board control system; S4: setting a number of sub-routes, and sending a route control instruction from the current section to the destination section to the interlocking system according to the destination identifier, so that the interlocking system locks each sub-route from the current section to the destination section according to the route control instruction and gives a corresponding locking direction; S5: Sending a reverse operation instruction to the onboard control system, so that the onboard control system controls the train to complete the end change and sends a reverse operation application to the regional controller; S6: After the on-board control system obtains the movement authorization given by the area controller and the locking direction of the section is switched, the train is controlled to drive to the destination section according to the movement authorization and completes the return within the section.

2. A control method for realizing autonomous section return and end change according to claim 1, characterized in that: In S1, the train that is about to enter the destination section is prohibited from entering, including: S11: Detain or temporarily stop other trains that are about to enter the destination section through the central dispatching system; S12: By canceling the route, total human solution or canceling the automatically triggered route, all forward routes to the destination section will not be automatically opened again.

3. A control method for realizing autonomous section return and end change according to claim 1, characterized in that: In S2, the parking control instruction is a temporary parking or a remote EB instruction.

4. A control method for realizing autonomous section return and end change according to claim 1, characterized in that: In S4, the sub-routes include: a single section without signal protection is a sub-route, and a section between two signal machines is a sub-route.

5. A control method for realizing autonomous section return and end change according to claim 1, characterized in that: In S4, the interlocking system also operates the switches in each sub-route according to the route control instructions.

6. A control method for realizing autonomous section return and end change according to claim 1, characterized in that: In S6, before the regional controller gives a movement authorization and the locking direction of the section is switched, after receiving the reverse operation application, the regional controller determines whether the train has stopped steadily and whether the activation end switching has been completed. If the train has stopped steadily and the activation end switching has been completed, the locking direction of the section is switched and a movement authorization is given.

7. A control method for realizing autonomous section return and end change according to claim 1, characterized in that: Also includes: S7: As the train turns back and leaves each section, each sub-route of the corresponding section is cleared and unlocked one after another.

8. A control method for realizing autonomous section return and end change according to claim 1, characterized in that: In S5 and S6, when the train enters the transfer end and during the train turnaround, the status of the section ahead is monitored in real time according to the moving block criteria.

9. A control method for realizing autonomous section return and end change according to claim 7, characterized in that: In S7, each sub-route of the corresponding section after clearance is unlocked according to the three-point unlocking by the interlocking system; if the sub-route cannot be unlocked normally, the central dispatching system or the human-machine interface of the interlocking system will operate "area fault unlocking" to complete the unlocking.

10. A control method for realizing autonomous section return and end change according to claim 1, characterized in that: When there are multiple trains in any section that need to change ends and travel in reverse to the destination section, steps S1 to S7 are executed for each train in sequence.

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