Train operation adjustment method and device in time asynchronous scene and medium

Abstract

The invention relates to a train operation adjustment method and device in a time asynchronous scene and a medium. The method comprises the steps that S1, an automatic train monitoring system ATS judges whether time is synchronous or not according to a time heartbeat message between the ATS and a vehicle-mounted controller CC; s2, if the time is synchronous, the train operates and adjusts according to the plan diagram; if the time is not synchronous, the ATS selects a manual operation adjustment strategy or an automatic operation adjustment strategy; s3, if the manual operation adjustment strategy is selected, the ATS triggers the automatic deduction of the train, and meanwhile, the central dispatcher manually operates the bypass train to perform automatic deduction and immediate departure operation, so that the train stops and runs to the next station for operation; and S4, if the automatic operation adjustment strategy is selected, the ATS informs the CC that the time is not synchronous, and meanwhile, the CC automatically operates according to the default station dwell time and the interval default operation time to complete station dwell and operation to the next station of the train. Compared with the prior art, the method has the advantages of controlling the train to continuously adjust operation and the like.

Description

Technical Field

[0001] The present invention relates to a rail transit signal system, and in particular to a train operation adjustment method, device and medium in a time-asynchronous scenario. Background Art

[0002] Currently, urban rail transit relies on signaling systems to automatically control train operations. Time synchronization across signaling subsystems is crucial for ensuring on-time train operation. On unmanned lines, train stop times, departure times, and door opening and closing all rely on automatic signaling. The Automatic Train Monitoring System (ATS) and the onboard controller (CC) use the NTP protocol for time synchronization. A failure in the NTP service can cause the ATS and CC to become out of sync, preventing trains from running according to schedule and causing deviations from schedule. If the CC time is ahead of the ATS, trains will depart prematurely from the platform, failing to meet platform boarding and alighting requirements. If the CC time is behind the ATS, trains will remain stuck at the platform, unable to depart, causing delays. This will also affect subsequent train schedules and the estimated arrival time (ETA) displayed by the platform passenger information system (PIS). At this point, the train is no longer operational, requiring the onboard controller to be restarted to attempt to restore the NTP service. If this fails, the train will be taken offline, severely impacting train operations and passenger service quality.

[0003] After searching, Chinese patent publication number CN116968788A discloses a signal control system with an automatic train operation adjustment function, including a centralized dispatching subsystem CTC (24) and an automatic train operation subsystem ATO (52). The automatic train operation adjustment function is jointly implemented by the centralized dispatching subsystem CTC (24) and the automatic train operation subsystem ATO (52). The centralized dispatching subsystem CTC (24) sets a threshold for starting the automatic adjustment function, judges the train operation status, and adjusts the station stop time and the interval operation time. This existing patent solves the high workload problem caused by manual adjustment in urban lines, improves the punctuality rate and operational efficiency of train operation, but does not involve the time synchronization scenario. Therefore, how to effectively reduce the situation where the train leaves the platform early or cannot leave in the time synchronization scenario has become a technical problem that needs to be solved. Summary of the Invention

[0004] The purpose of the present invention is to overcome the defects of the above-mentioned existing technologies and provide a train operation adjustment method, equipment and medium in a time-asynchronous scenario, which can effectively reduce the problem that trains cannot run according to the predicted plan in time-asynchronous scenarios, and has the advantage of controlling the continuous adjustment of train operations.

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

[0006] According to a first aspect of the present invention, a method for adjusting train operations in a time-asynchronous scenario is provided, the method comprising the following steps:

[0007] Step S1, the automatic train monitoring system ATS determines whether the time is synchronized based on the time heartbeat message between it and the onboard controller CC;

[0008] Step S2: If the time is synchronized, the train operation is adjusted according to the plan; if the time is not synchronized, the automatic train monitoring system ATS selects a manual operation adjustment strategy or an automatic operation adjustment strategy;

[0009] Step S3: If the manual operation adjustment strategy is selected, the automatic train monitoring system ATS triggers the automatic train detention, and the central dispatcher manually controls the bypass train to automatically detain the train and immediately depart, completing the train stop and run to the next station;

[0010] In step S4, if the automatic operation adjustment strategy is selected, the automatic train monitoring system ATS notifies the onboard controller CC that the time is out of sync. At the same time, the onboard controller CC automatically runs according to the default stop time and the default running time of the interval to complete the train stop and run to the next station.

[0011] As a preferred technical solution, step S1 specifically includes:

[0012] Step S11, defining a time deviation threshold, a time asynchronous counter, and a time asynchronous count threshold;

[0013] Step S12, the automatic train monitoring system ATS sends a timestamp heartbeat packet to the onboard controller CC;

[0014] Step S13: the onboard controller CC feeds back a timestamp heartbeat packet to the automatic train monitoring system ATS;

[0015] Step S14, the automatic train monitoring system ATS calculates the network transmission delay;

[0016] Step S15, the automatic train monitoring system ATS calculates the time difference with the onboard controller CC;

[0017] Step S16: If the time difference is greater than the time deviation threshold, the time synchronization counter is incremented by 1, and step S17 is executed; otherwise, the time synchronization counter is reset to 0;

[0018] Step S17: When the time asynchronous counter is greater than the time asynchronous counting threshold, the system time of the automatic train monitoring system ATS and the onboard controller CC is set to be asynchronous.

[0019] As a preferred technical solution, the timestamp heartbeat packet in step S12 includes the ATS local current time and the CPU crystal oscillator value ATS_TickCount_1; the timestamp heartbeat packet in step S13 includes the CC local current time, ATS time, and CPU crystal oscillator value.

[0020] As a preferred technical solution, the network transmission delay in step S14 is calculated as follows:

[0021] The automatic train monitoring system ATS obtains the local CPU crystal oscillator ATS_TickCount_2 again, calculates the difference between the two crystal oscillators TC=ATS_TickCount_2-ATS_TickCount_1, and the one-way network transmission delay is TC / 2.

[0022] As a preferred technical solution, the time difference Time_diff in step S15 is calculated as follows:

[0023] Time_diff=||CC_Time_1-ATS_Time_1|-TC / 2|

[0024] CC_Time_1 is the local current time of CC, and ATS_Time_1 is the local current time of ATS.

[0025] As a preferred technical solution, if the time is not synchronized, the specific operations in step S2 are as follows:

[0026] Step S21: When it is detected that the system time of the automatic train monitoring system ATS is out of sync with the system time of the onboard controller CC, the automatic train monitoring system ATS pops up an alarm to remind the central dispatcher that the system time of the onboard controller CC is out of sync with the system time of the automatic train monitoring system ATS.

[0027] Step S22: The central dispatcher determines whether the train can continue to operate;

[0028] Step S23: If the train is to be withdrawn from service, the train is set to be withdrawn from service after the passengers are cleared.

[0029] Step S24: If the train continues to operate, the central dispatcher selects a manual control train operation adjustment strategy or an automatic control train operation adjustment strategy.

[0030] As a preferred technical solution, step S3 specifically includes:

[0031] Step S31, the automatic train monitoring system ATS sets an automatic train detention at the platform;

[0032] Step S32: The automatic train monitoring system ATS sends a train detention request to the onboard controller CC;

[0033] Step S33: After receiving the train detention request, the onboard controller CC keeps the train stopped at the platform;

[0034] Step S34: After the passengers are boarded or dropped off, the central dispatcher sets the bypass time in the automatic train monitoring system (ATS) to automatically detain the train. The ATS sends a request to cancel the detaining to the onboard controller (CC). The onboard controller (CC) cancels the detaining.

[0035] Step S35: The central dispatcher operates to immediately start the train. The automatic train monitoring system ATS records the current time and sends the train arrival operation task to the onboard controller CC, where the departure time is set to 0.

[0036] Step S36: After receiving the departure time of 0, the onboard controller CC immediately departs from the platform and runs to the next platform according to the default running time between platforms;

[0037] Step S37, the automatic train monitoring system ATS updates the predicted time of the train arriving at the next station platform;

[0038] In step S38, the automatic train monitoring system ATS sends the updated predicted arrival time to the platform announcement system PA and the platform passenger guidance system PIS.

[0039] As a preferred technical solution, the predicted time TimeArrive in step S37 is calculated as follows:

[0040] TimeArrive = CurrentTime + TimeSpan, where CurrentTime is the current time recorded by the automatic train monitoring system, and TimeSpan is the default running time between platforms.

[0041] As a preferred technical solution, step S4 specifically includes:

[0042] Step S41, the automatic train monitoring system ATS sends a bypass time out-of-sync flag to the onboard controller CC;

[0043] Step S42: After the train arrives at the platform and stops properly, the automatic train monitoring system ATS records the current time as CurrentTime and sends a train operation task to the onboard controller CC, where the departure time is set to 0;

[0044] Step S43: After receiving the bypass time out-of-sync flag and the departure time being 0, the onboard controller CC uses the platform's default stop time to carry out boarding and alighting operations. When the train stops at a station for a certain time, it automatically departs from the platform.

[0045] Step S44: the onboard controller controls the train to run to the next platform according to the default running time between platforms;

[0046] Step S45, the automatic train monitoring system ATS updates the predicted time of arrival of the train at the next station platform;

[0047] In step S46, the automatic train monitoring system ATS sends the updated predicted arrival time to the platform announcement system PA and the platform passenger guidance system PIS.

[0048] As a preferred technical solution, the predicted time TimeArrive in step S45 is calculated as follows:

[0049] TimeArrive = CurrentTime + TimeStop + TimeSpan, where CurrentTime is the current time recorded by the automatic train monitoring system, TimeStop is the default stop time, and TimeSpan is the default running time between platforms.

[0050] According to a second aspect of the present invention, an electronic device is provided, comprising a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the method when executing the program.

[0051] According to a third aspect of the present invention, a computer-readable storage medium is provided, on which a computer program is stored, and when the program is executed by a processor, the method described above is implemented.

[0052] Compared with the prior art, the present invention has the following advantages:

[0053] 1) The present invention designs a method for adjusting train operations in time-asynchronous scenarios, which can effectively reduce the problem of trains deviating from the operation plan in time-asynchronous scenarios and has the advantage of controlling train operations to continuously adjust operations;

[0054] 2) The present invention has designed two adjustment modes: manual operation adjustment and automatic operation adjustment, which can effectively reduce the problem of premature departure or failure of train departure at the platform in the case of time asynchrony, thereby facilitating the dispatcher to flexibly control train operation;

[0055] 3) The present invention is designed to use preset stop times and interval running times to update the train's predicted arrival time when time is out of synchronization, effectively improving the accuracy of the platform passenger guide and broadcasting system. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] Figure 1 This is a flow chart of the train operation adjustment method in the time-asynchronous scenario of the present invention;

[0057] Figure 2 This is a flow chart of the present invention for determining whether the time of the automatic train monitoring system and the on-board controller is synchronized;

[0058] Figure 3 This is a flow chart of the automatic train monitoring system of the present invention triggering a train operation adjustment strategy for a dispatcher;

[0059] Figure 4 This is a flow chart showing the dispatcher and the system collaborating to complete train operation adjustment under the manual operation adjustment strategy of the present invention;

[0060] Figure 5 This is a flow chart of the system automatically triggering train operation adjustment under the automatic operation adjustment strategy of the present invention. DETAILED DESCRIPTION

[0061] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0062] See also Figure 1 As shown, the train operation adjustment method in the time asynchronous scenario of the present invention includes the following steps:

[0063] Step S1, the automatic train monitoring system ATS determines whether the time is synchronized based on the time heartbeat message between it and the onboard controller CC;

[0064] Step S2: When the time is synchronized, the operation is adjusted according to the plan; when the time is not synchronized, the automatic train monitoring system ATS triggers a manual operation adjustment strategy or an automatic operation adjustment strategy for the dispatcher;

[0065] Step S3: When the manual operation adjustment strategy is selected, the automatic train monitoring system (ATS) automatically triggers the platform train to automatically detain the train, and the central dispatcher manually operates the bypass train to automatically detain the train and immediately depart the train, completing the train stop and run to the next station.

[0066] Step S4: When the automatic operation adjustment strategy is selected, the automatic train monitoring system (ATS) notifies the onboard controller (CC) that the bypass time is out of sync. The onboard controller (CC) automatically adjusts the default stop time and the default run time of the interval to complete the train stop and run to the next station.

[0067] See also Figure 2 As shown, the automatic train monitoring system ATS determines whether the time between it and the onboard controller CC is synchronized, including the following steps:

[0068] Step 100, defining the time deviation threshold as Time_Diff_THR;

[0069] Step 101, define a time asynchronous counter as Time_Diff_Counter, and define a time asynchronous counting threshold as Time_Diff_Counter_THR;

[0070] Step 102: The automatic train monitoring system sends a timestamp heartbeat packet to the onboard controller. The heartbeat packet includes the local current time ATS_Time_1 of the automatic train monitoring system and the crystal oscillator value ATS_TickCount_1 of the CPU.

[0071] Step 103: After receiving the heartbeat packet from the automatic train monitoring system, the onboard controller feeds back a timestamp heartbeat packet to the automatic train monitoring system, and sends the local timestamp CC_Time_1, the timestamp ATS_Time_1 of the automatic train monitoring system, and the CPU crystal oscillator value ATS_TickCount_1 to the automatic train monitoring system.

[0072] Step 104: The automatic train monitoring system receives a timestamp heartbeat packet fed back by the onboard controller;

[0073] Step 105: The automatic train monitoring system obtains the local CPU crystal oscillator ATS_TickCount_2 again, and calculates the difference between the two crystal oscillators TC = ATS_TickCount_2 - ATS_TickCount_1. The one-way network transmission delay is TC / 2.

[0074] Step 106: The automatic train monitoring system compares the two timestamps fed back by the onboard controller, Time_diff = ||CC_Time_1-ATS_Time_1|-TC / 2|;

[0075] Step 107 , if Time_diff is greater than the time deviation threshold Time_Diff_THR, the counter Time_Diff_Counter is incremented by 1, otherwise the counter Time_Diff_Counter is reset to 0;

[0076] Step 108 , when the counter Time_Diff_Counter is greater than the threshold Time_Diff_Counter_THR, setting the automatic train monitoring system and the onboard controller system time to be out of synchronization;

[0077] refer to Figure 3As shown, when the time is synchronized, the operation is adjusted according to the plan. When the time is not synchronized, the automatic train monitoring system ATS triggers a manual operation adjustment strategy or an automatic operation adjustment strategy for the dispatcher, including the following steps:

[0078] Step 200, when time is synchronized, the operation is automatically adjusted according to the plan without manual intervention;

[0079] Step 201: When it is detected that the time of the automatic train monitoring system is out of sync with the onboard controller system, the automatic train monitoring system pops up an alarm to inform the central dispatcher that the time of the onboard controller is out of sync with the automatic train monitoring system.

[0080] Step 202: The central dispatcher confirms whether the train can continue to operate;

[0081] Step 203: If you choose to exit the operation, set the train to exit service after clearing passengers;

[0082] Step 204: If the operation is continued, the central dispatcher selects a manual control train operation adjustment strategy or an automatic control train operation adjustment strategy;

[0083] refer to Figure 4 As shown in FIG, based on the time asynchronous scenario, the manual control train operation adjustment strategy includes the following steps:

[0084] Step 300: After the train arrives at the platform and stops properly, the automatic train monitoring system sets an automatic train detention at the platform. The automatic train detention reason is time desynchronization.

[0085] Step 301: The automatic train monitoring system sends a train detention request to the onboard controller;

[0086] Step 302: After receiving the train detention request, the onboard controller keeps the train parked at the platform and does not allow the train to depart from the station.

[0087] Step 303: After the passengers are boarded or dropped off, the central dispatcher sets the bypass time in the automatic train monitoring system to automatically detain the train. The automatic train monitoring system sends a request to cancel the detaining to the onboard controller, and the onboard controller cancels the detaining.

[0088] Step 304: The central dispatcher issues an immediate departure instruction. The automatic train monitoring system records the current time as CurrentTime and sends a train arrival operation task to the onboard controller, where the departure time is set to 0.

[0089] Step 305: After receiving the departure time of 0, the onboard controller immediately departs from the platform;

[0090] Step 306 , the onboard controller runs to the next station according to the default running time between stations;

[0091] Step 307, the automatic train monitoring system updates the predicted time of the train arriving at the next platform, TimeArrive = CurrentTime + TimeSpan, where TimeSpan is the default running time between platforms;

[0092] Step 308: The automatic train monitoring system sends the updated predicted arrival time to the platform announcement system PA and the platform passenger guidance system PIS to inform passengers on the next platform of the train's estimated arrival time.

[0093] refer to Figure 5 As shown in FIG, based on the time asynchronous scenario, the automatic control train operation adjustment strategy includes the following steps:

[0094] Step 400 , when time asynchrony is detected, the automatic train monitoring system sends a bypass time asynchrony flag to the onboard controller;

[0095] Step 401: After the train arrives at the platform and stops properly, the automatic train monitoring system records the current time as CurrentTime and sends a train operation task to the onboard controller, where the departure time is set to 0;

[0096] In step 402, after receiving the bypass time out-of-sync flag and the departure time being 0, the onboard controller uses the platform's default stop time to carry out boarding and alighting operations. When the train stops at a station for a certain time, it automatically departs from the platform.

[0097] Step 403: The onboard controller controls the train to run to the next platform according to the default running time between platforms;

[0098] Step 404: The automatic train monitoring system updates the predicted time of arrival of the train at the next platform: TimeArrive = CurrentTime + TimeStop + TimeSpan, where TimeStop is the default stop time and TimeSpan is the default travel time between platforms.

[0099] In step 405, the automatic train monitoring system sends the updated predicted arrival time to the platform announcement system PA and the platform passenger guidance system PIS to inform the passengers on the next platform of the train's estimated arrival time.

[0100] The above is an introduction to a method embodiment. The following further illustrates the solution of the present invention through an electronic device and a storage medium embodiment.

[0101] An embodiment of the present invention further provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or computer program instructions loaded from a storage unit into a random access memory (RAM). In the RAM, various programs and data required for device operation can also be stored. The CPU, ROM, and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0102] Many components in a device are connected to the I / O interface, including: input units, such as a keyboard and mouse; output units, such as various types of displays and speakers; storage units, such as magnetic disks and optical disks; and communication units, such as network cards, modems, and wireless communication transceivers. The communication unit allows the device to exchange information / data with other devices via computer networks such as the Internet and / or various telecommunication networks.

[0103] The processing unit performs the various methods and processes described above, such as methods S1 to S4. For example, in some embodiments, methods S1 to S4 can be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program can be loaded and / or installed on the device via a ROM and / or a communication unit. When the computer program is loaded into the RAM and executed by the CPU, one or more steps of methods S1 to S4 described above can be performed. Alternatively, in other embodiments, the CPU can be configured to execute methods S1 to S4 by any other appropriate means (for example, by means of firmware).

[0104] The functions described above herein may be performed, at least in part, by one or more hardware logic components. For example, and without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chip (SOCs), complex programmable logic devices (CPLDs), and the like.

[0105] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. Such program code can be provided to a processor or controller of a general-purpose computer, a special-purpose computer, or other programmable data processing device so that when the program code is executed by the processor or controller, the functions / operations specified in the flow chart and / or block diagram are implemented. The program code can be executed entirely on the machine, partially on the machine, as a stand-alone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0106] In the context of the present invention, machine-readable medium can be a tangible medium that can contain or store a program for use with an instruction execution system, device or equipment or used in combination with an instruction execution system, device or equipment. Machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable medium can include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared or semiconductor systems, devices or equipment, or any suitable combination of the foregoing. More specific examples of machine-readable storage media can include electrical connections based on one or more lines, portable computer disks, hard disks, random access memories (RAM), read-only memories (ROM), erasable programmable read-only memories (EPROM or flash memory), optical fibers, portable compact disk read-only memories (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0107] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and such modifications or substitutions are intended to be within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be subject to the scope of protection of the claims.

Claims

1. A train operation adjustment method in a time-asynchronous scenario, characterized in that: The method comprises the following steps: Step S1, the automatic train monitoring system ATS determines whether the time is synchronized based on the time heartbeat message between it and the onboard controller CC; Step S2: If the time is synchronized, the train operation is adjusted according to the plan; if the time is not synchronized, the automatic train monitoring system ATS selects a manual operation adjustment strategy or an automatic operation adjustment strategy; Step S3: If the manual operation adjustment strategy is selected, the automatic train monitoring system ATS triggers the automatic train detention, and the central dispatcher manually controls the bypass train to automatically detain the train and immediately depart the train, completing the train stop and run to the next station. In step S4, if the automatic operation adjustment strategy is selected, the automatic train monitoring system ATS notifies the onboard controller CC that the time is out of sync. At the same time, the onboard controller CC automatically runs according to the default stop time and the default running time of the interval to complete the train stop and run to the next station.

2. The train operation adjustment method in a time-asynchronous scenario according to claim 1, characterized in that: The step S1 specifically includes: Step S11, defining a time deviation threshold, a time asynchronous counter, and a time asynchronous count threshold; Step S12, the automatic train monitoring system ATS sends a timestamp heartbeat packet to the onboard controller CC; Step S13: the onboard controller CC feeds back a timestamp heartbeat packet to the automatic train monitoring system ATS; Step S14, the automatic train monitoring system ATS calculates the network transmission delay; Step S15, the automatic train monitoring system ATS calculates the time difference with the onboard controller CC; Step S16: If the time difference is greater than the time deviation threshold, the time synchronization counter is incremented by 1, and step S17 is executed; otherwise, the time synchronization counter is reset to 0; Step S17: When the time asynchronous counter is greater than the time asynchronous counting threshold, the system time of the automatic train monitoring system ATS and the onboard controller CC is set to be asynchronous.

3. The train operation adjustment method in a time-asynchronous scenario according to claim 2, characterized in that: The timestamp heartbeat packet in step S12 includes the ATS local current time and the CPU crystal oscillator value ATS_TickCount_1; the timestamp heartbeat packet in step S13 includes the CC local current time, ATS time, and CPU crystal oscillator value.

4. The train operation adjustment method in a time-asynchronous scenario according to claim 2, characterized in that: The network transmission delay in step S14 is calculated as follows: The automatic train monitoring system ATS obtains the local CPU crystal oscillator ATS_TickCount_2 again, calculates the difference between the two crystal oscillators TC=ATS_TickCount_2-ATS_TickCount_1, and the one-way network transmission delay is TC / 2.

5. The train operation adjustment method in a time-asynchronous scenario according to claim 4, characterized in that: The time difference Time_diff in step S15 is calculated as follows: Time_diff=||CC_Time_1-ATS_Time_1|-TC / 2| CC_Time_1 is the local current time of CC, and ATS_Time_1 is the local current time of ATS.

6. The train operation adjustment method in a time-asynchronous scenario according to claim 1, characterized in that: If the time is not synchronized, the specific operations in step S2 are as follows: Step S21: When it is detected that the system time of the automatic train monitoring system ATS is out of sync with the system time of the onboard controller CC, the automatic train monitoring system ATS pops up an alarm to remind the central dispatcher that the system time of the onboard controller CC is out of sync with the system time of the automatic train monitoring system ATS. Step S22: The central dispatcher determines whether the train can continue to operate; Step S23: If the train is to be withdrawn from service, the train is set to be withdrawn from service after the passengers are cleared. Step S24: If the train continues to operate, the central dispatcher selects a manual control train operation adjustment strategy or an automatic control train operation adjustment strategy.

7. The train operation adjustment method in a time-asynchronous scenario according to claim 1, characterized in that: The step S3 specifically includes: Step S31, the automatic train monitoring system ATS sets an automatic train detention at the platform; Step S32: The automatic train monitoring system ATS sends a train detention request to the onboard controller CC; Step S33: After receiving the train detention request, the onboard controller CC keeps the train stopped at the platform; Step S34: After the passengers are boarded or dropped off, the central dispatcher sets the bypass time in the automatic train monitoring system (ATS) to automatically detain the train. The ATS sends a request to cancel the detaining to the onboard controller (CC). The onboard controller (CC) cancels the detaining. Step S35: The central dispatcher operates to immediately start the train. The automatic train monitoring system ATS records the current time and sends the train arrival operation task to the onboard controller CC, where the departure time is set to 0. Step S36: After receiving the departure time of 0, the onboard controller CC immediately departs from the platform and runs to the next platform according to the default running time between platforms; Step S37, the automatic train monitoring system ATS updates the predicted time of the train arriving at the next station platform; In step S38, the automatic train monitoring system ATS sends the updated predicted arrival time to the platform announcement system PA and the platform passenger guidance system PIS.

8. The train operation adjustment method in a time-asynchronous scenario according to claim 7, characterized in that: The predicted time TimeArrive in step S37 is calculated as follows: TimeArrive = CurrentTime + TimeSpan, where CurrentTime is the current time recorded by the automatic train monitoring system, and TimeSpan is the default running time between platforms.

9. The train operation adjustment method in a time-asynchronous scenario according to claim 1, characterized in that: The step S4 specifically includes: Step S41, the automatic train monitoring system ATS sends a bypass time out-of-sync flag to the onboard controller CC; Step S42: After the train arrives at the platform and stops properly, the automatic train monitoring system ATS records the current time as CurrentTime and sends a train operation task to the onboard controller CC, where the departure time is set to 0; Step S43: After receiving the bypass time out-of-sync flag and the departure time being 0, the onboard controller CC uses the platform's default stop time to carry out boarding and alighting operations. When the train stops at a station for a certain time, it automatically departs from the platform. Step S44: the onboard controller controls the train to run to the next platform according to the default running time between platforms; Step S45, the automatic train monitoring system ATS updates the predicted time of arrival of the train at the next station platform; In step S46, the automatic train monitoring system ATS sends the updated predicted arrival time to the platform announcement system PA and the platform passenger guidance system PIS.

10. The train operation adjustment method in a time-asynchronous scenario according to claim 9, characterized in that: The predicted time TimeArrive in step S45 is calculated as follows: TimeArrive = CurrentTime + TimeStop + TimeSpan, where CurrentTime is the current time recorded by the automatic train monitoring system, TimeStop is the default stop time, and TimeSpan is the default running time between platforms.

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

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

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