Train operation adjustment method and device in time unsynchronized scenario and medium

Abstract

The application relates to a train operation adjustment method, device and medium under a time asynchronous scene, which comprises the following steps: S1, an automatic train supervision system (ATS) judges whether the time is synchronous according to a time heartbeat message between the ATS and a vehicle-mounted controller (CC); S2, if the time is synchronous, the train is operated according to a plan map; 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 automatic train braking, meanwhile, a center dispatcher manually operates bypass train automatic braking and immediate departure operation, and the train is stopped and operated to the next station; S4, if the automatic operation adjustment strategy is selected, the ATS notifies the CC that the time is not synchronous, meanwhile, the CC automatically operates according to a default stop time and a default interval running time, and the train is stopped and operated to the next station. Compared with the prior art, the application has the advantages of controlling train continuous operation adjustment and the like.

Description

Technical Field

[0001] This invention relates to rail transit signaling systems, and in particular to a method, device, and medium for adjusting train operations in time-asynchronous scenarios. Background Technology

[0002] Currently, urban rail transit relies on signaling systems to automatically control train operation, and the time synchronization of various signaling subsystems is crucial for ensuring on-time train operation. In driverless lines, train stopping time, departure time, and door opening and closing all depend on the automatic control of the signaling system. The Automatic Train Monitoring System (ATS) and the Onboard Controller (CC) use the NTP protocol for time synchronization. When the NTP service fails, it can cause a time discrepancy between the ATS and the CC, preventing trains from running at the scheduled time and causing deviations from the planned train schedule. If the CC's time is earlier than the ATS's, the train will depart prematurely from the platform, failing to meet passenger boarding and alighting time requirements. If the CC's time is later than the ATS's, the train will remain stopped at the platform, causing delays. This also affects subsequent train operation plans and the estimated arrival time announced by the Platform Passenger Information System (PIS). At this point, the train is no longer capable of online operation, requiring a restart of the onboard controller to attempt to restore NTP service. If restarting fails, the train needs to be taken offline, severely impacting train operation organization and passenger service quality.

[0003] A search revealed a signal control system with automatic train operation adjustment function disclosed in Chinese Patent Publication No. CN116968788A. This system includes 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 CTC (24) and ATO (52). The CTC (24) sets the automatic adjustment function activation threshold, judges the train operation status, and adjusts station dwell time and interval running time. This existing patent solves the problem of high workload caused by manual adjustment in urban rail lines, improving the punctuality and operational efficiency of train operation. However, it does not address scenarios of time asynchrony. Therefore, how to effectively reduce the situation where trains depart early or cannot depart at the platform in time asynchrony scenarios becomes a technical problem that needs to be solved. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the prior art by providing a method, device, and medium for adjusting train operations in time-asynchronous scenarios. This method can effectively reduce the problem of trains failing to operate according to the predicted plan in time-asynchronous scenarios and has the advantage of continuously adjusting train operations.

[0005] The objective of this invention can be achieved through 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 messages between itself and the onboard controller (CC).

[0008] Step S2: If the time is synchronized, the train operates and adjusts according to the schedule; if the time is not synchronized, the Automatic Train Monitoring System (ATS) selects either 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 automatic train depotting, and at the same time, the central dispatcher manually operates the bypass train to automatically depot and immediately depart, completing the train stopping and running 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 operates according to the default stop time and the default running time of the section, completing the train stop and running to the next station.

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

[0012] Step S11: Define the time deviation threshold, the time asynchrony counter, and the time asynchrony 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 sends 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 asynchrony counter is incremented by 1 and step S17 is executed; otherwise, the time asynchrony counter is reset to 0.

[0018] Step S17: When the time asynchrony counter is greater than the time asynchrony counting threshold, the system time of the Automatic Train Monitoring System (ATS) and the on-board controller (CC) is set to be out of sync.

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

[0020] As a preferred technical solution, the network transmission delay calculation in step S14 is 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 oscillator readings 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 value Time_diff in step S15 is calculated as follows:

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

[0024] Where 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 times are not synchronized, the specific operation in step S2 is as follows:

[0026] Step S21: When it is detected that the system time of the Automatic Train Monitoring System (ATS) and the onboard controller (CC) is out of sync, the ATS will pop up an alarm to remind the central dispatcher that the current time of the onboard controller (CC) and the ATS is out of sync.

[0027] Step S22: The central dispatcher determines whether the train can continue operating.

[0028] Step S23: If you choose to withdraw from operation, set the train to clear passengers and then withdraw from service;

[0029] Step S24: If the operator chooses to continue operating, the central dispatcher selects either a manual or automatic train operation adjustment strategy.

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

[0031] Step S31: The Automatic Train Control System (ATS) sets up automatic train retrieval at the platform.

[0032] Step S32: The Automatic Train Control System (ATS) sends a train impoundment request to the onboard controller (CC).

[0033] Step S33: After receiving the train impoundment request, the on-board controller CC keeps the train stopped at the platform.

[0034] Step S34: After passengers have boarded and alighted, the central dispatcher sets up automatic train deactivation in the Automatic Train Monitoring System (ATS) to bypass the time difference. The ATS sends a request to cancel the deactivation to the onboard controller (CC), and the CC cancels the deactivation.

[0035] In step S35, the central dispatcher operates to immediately depart the train. The Automatic Train Monitoring System (ATS) records the current time and sends the train's arrival time at the next station to the onboard controller (CC), where the departure time is set to 0.

[0036] Step S36: After receiving the departure time of 0, the on-board 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 for the train to arrive at the next station platform.

[0038] In step S38, the Automatic Train Monitoring System (ATS) sends the updated predicted arrival time to the Platform Broadcasting System (PA) and the Platform Passenger Guidance System (PIS).

[0039] As a preferred technical solution, the prediction 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 asynchrony flag to the onboard controller (CC).

[0043] Step S42: After the train arrives at the platform and comes to a complete stop, 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] In step S43, after the on-board controller CC receives the bypass time asynchrony flag and the departure time is 0, it uses the default stopping time of the platform to carry out passenger boarding and alighting operations. When the train stops for a certain duration, it will automatically depart 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 for the train to arrive at the next station platform.

[0047] In step S46, the Automatic Train Monitoring System (ATS) sends the updated predicted arrival time to the Platform Broadcasting System (PA) and the Platform Passenger Guidance System (PIS).

[0048] As a preferred technical solution, the prediction 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, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

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

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

[0053] 1) This invention designs a method for adjusting train operation in scenarios of time asynchrony, which can effectively reduce the problem of trains deviating from the operation plan in scenarios of time asynchrony and has the advantage of controlling the continuous adjustment of train operation;

[0054] 2) This invention designs two adjustment methods: manual operation adjustment and automatic operation adjustment, which can effectively reduce the problem of trains departing early or failing to depart in the event of time asynchrony, thereby facilitating the dispatcher to flexibly direct train operation;

[0055] 3) This invention is designed to update the predicted arrival time of trains by using preset stop times and interval running times after time synchronization, which effectively improves the accuracy of platform passenger guidance and broadcasting systems. Attached Figure Description

[0056] Figure 1 This is a flowchart of the train operation adjustment method under time synchronization scenarios of the present invention;

[0057] Figure 2 This is a flowchart illustrating the process of determining whether the automatic train monitoring system and the on-board controller are synchronized in time according to the present invention.

[0058] Figure 3 This is a flowchart illustrating how the automatic train monitoring system of the present invention triggers train operation adjustment strategies for the dispatcher;

[0059] Figure 4 This is a flowchart illustrating the process of dispatchers collaborating with the system to adjust train operations under the manual operation adjustment strategy of this invention.

[0060] Figure 5 This is a flowchart illustrating the automatic train operation adjustment triggered by the system under the automatic operation adjustment strategy of this invention. Detailed Implementation

[0061] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0062] See Figure 1 As shown, the train operation adjustment method under time asynchrony scenarios 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 messages between itself and the onboard controller (CC).

[0064] Step S2: When the time is synchronized, the operation is adjusted according to the schedule; 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] In step S3, when the manual operation adjustment strategy is selected, the Automatic Train Monitoring System (ATS) automatically triggers the automatic deactivation of trains at the platform. The central dispatcher then manually operates the automatic deactivation and immediate departure of bypass trains to complete the train stopping and running to the next station.

[0066] In 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 according to the default stop time and the default running time of the section to complete the train stop and run to the next station.

[0067] See Figure 2 As shown, the Automatic Train Control (ATS) system determines whether the time is synchronized with the onboard controller (CC) by including the following steps:

[0068] Step 100: Define the time deviation threshold as Time_Diff_THR;

[0069] Step 101: Define the time discrepancy counter as Time_Diff_Counter and define the time discrepancy 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 contains 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 on-board controller sends a timestamp heartbeat packet back 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 together to the automatic train monitoring system.

[0072] Step 104: The automatic train monitoring system receives the 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, 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.

[0074] Step 106: The automatic train monitoring system compares the two timestamps fed back by the on-board 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, then 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, set the automatic train monitoring system and the on-board controller system to be out of sync in time.

[0077] refer to Figure 3As shown, when the time is synchronized, the operation is adjusted according to the schedule. When the time is not synchronized, the Automatic Train Control System (ATS) triggers manual or automatic operation adjustment strategies for the dispatcher, including the following steps:

[0078] Step 200: When the time is synchronized, the system will automatically adjust its operation according to the plan without manual intervention.

[0079] Step 201: When the time of the automatic train monitoring system and the on-board controller system is not synchronized, the automatic train monitoring system will pop up an alarm to remind the central dispatcher that the time of the on-board controller and the automatic train monitoring system is not synchronized.

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

[0081] Step 203: If you choose to withdraw from operation, set the train to leave the service after passengers are cleared.

[0082] Step 204: If the option to continue operation is selected, the central dispatcher selects either a manual train operation adjustment strategy or an automatic train operation adjustment strategy.

[0083] refer to Figure 4 As shown, the manual control strategy for adjusting train operations in scenarios of time asynchrony includes the following steps:

[0084] Step 300: After the train arrives at the platform and comes to a complete stop, the automatic train monitoring system sets up automatic train deactivation at the platform. The reason for automatic train deactivation is that the train is not synchronized with the time.

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

[0086] Step 302: After receiving the train impoundment request, the on-board controller keeps the train stopped at the platform and does not allow it to depart from the station.

[0087] Step 303: After passengers have boarded and alighted, the central dispatcher sets up automatic train deactivation in the automatic train monitoring system to bypass the time difference. The automatic train monitoring system sends a request to cancel the train deactivation to the onboard controller, and the onboard controller cancels the train deactivation.

[0088] Step 304: The central dispatcher issues an immediate departure command. The automatic train monitoring system records the current time as CurrentTime and sends the train's arrival time at the next station to the onboard controller, where the departure time is set to 0.

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

[0090] Step 306: The on-board 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 for the train to arrive at the next station platform, TimeArrive = CurrentTime + TimeSpan, where TimeSpan is the default running time between stations.

[0092] Step 308: The Automatic Train Monitoring System sends the updated predicted arrival time to the Platform Broadcasting System (PA) and the Platform Passenger Guidance System (PIS) to notify passengers at the next station platform of the estimated train arrival time.

[0093] refer to Figure 5 As shown, the automatic control train operation adjustment strategy under time asynchrony scenarios includes the following steps:

[0094] Step 400: When a time discrepancy is detected, the automatic train monitoring system sends a bypass time discrepancy flag to the onboard controller.

[0095] Step 401: After the train arrives at the platform and comes to a complete stop, 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] Step 402: After receiving the bypass time asynchrony flag and the departure time being 0, the on-board controller uses the platform's default stopping time for passenger boarding and alighting. When the train's stopping time reaches the default stopping time, it automatically departs from that platform.

[0097] Step 403: The on-board 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 for the train to arrive at the next station platform, TimeArrive = CurrentTime + TimeStop + TimeSpan, where TimeStop is the default stop time and TimeSpan is the default travel time between stations.

[0099] Step 405: The Automatic Train Monitoring System sends the updated predicted arrival time to the Platform Broadcasting System (PA) and the Platform Passenger Guidance System (PIS), informing passengers at the next station platform of the estimated train arrival time.

[0100] The above is an introduction to the method embodiments. The following embodiments using electronic devices and storage media will further illustrate the solution of the present invention.

[0101] This invention also 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 loaded from a storage unit into a random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0102] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

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

[0104] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0105] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone 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 this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (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 these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for adjusting train operations in scenarios of time asynchrony, characterized in that, The method includes the following steps: Step S1: The Automatic Train Monitoring System (ATS) determines whether the time is synchronized based on the time heartbeat messages between itself and the onboard controller (CC). Step S2: If the time is synchronized, the train operates and adjusts according to the schedule; if the time is not synchronized, the Automatic Train Monitoring System (ATS) selects either 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 automatic train deactivation, and at the same time, the central dispatcher manually operates the bypass train automatic deactivation and immediate departure to complete the train stopping and running to the next station. 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 operates according to the default stop time and the default running time of the section to complete the train stop and run to the next station. Step S1 specifically includes: Step S11: Define the time deviation threshold, the time asynchrony counter, and the time asynchrony 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 sends 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 asynchrony counter is incremented by 1 and step S17 is executed; otherwise, the time asynchrony counter is reset to 0. Step S17: When the time asynchronization counter is greater than the time asynchronization count threshold, the system time of the Automatic Train Monitoring System (ATS) and the on-board controller (CC) is set to be out of sync. Step S3 specifically includes: Step S31: The Automatic Train Control System (ATS) sets up automatic train retrieval at the platform. Step S32: The Automatic Train Control System (ATS) sends a train impoundment request to the onboard controller (CC). Step S33: After receiving the train impoundment request, the on-board controller CC keeps the train stopped at the platform. Step S34: After passengers have boarded and alighted, the central dispatcher sets up automatic train deactivation in the Automatic Train Monitoring System (ATS) to bypass the time difference. The ATS sends a request to cancel the deactivation to the onboard controller (CC), and the CC cancels the deactivation. In step S35, the central dispatcher operates to immediately depart the train. The Automatic Train Monitoring System (ATS) records the current time and sends the train's arrival time at the next station to the onboard controller (CC), where the departure time is set to 0. Step S36: After receiving the departure time of 0, the on-board 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 for the train to arrive at the next station platform. In step S38, the Automatic Train Monitoring System (ATS) sends the updated predicted arrival time to the Platform Broadcasting System (PA) and the Platform Passenger Guidance System (PIS).

2. The train operation adjustment method under time asynchrony scenario as described in claim 1, characterized in that, The timestamp heartbeat packet in step S12 includes the local current time of ATS and the crystal oscillator value of CPU ATS_TickCount_1; the timestamp heartbeat packet in step S13 includes the local current time of CC, ATS time and CPU crystal oscillator value.

3. The train operation adjustment method under time asynchrony scenario as described in claim 1, characterized in that, The network transmission delay calculation in step S14 is 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 oscillator readings TC = ATS_TickCount_2 - ATS_TickCount_1, and the one-way network transmission delay is TC / 2.

4. The train operation adjustment method under time asynchrony scenario as described in claim 3, characterized in that, The time difference value Time_diff in step S15 is calculated as follows: Time_diff =|| CC_Time_1 - ATS _Time_1| - TC / 2 | Where CC_Time_1 is the local current time of CC, and ATS_Time_1 is the local current time of ATS.

5. The train operation adjustment method under time asynchrony scenario according to claim 1, characterized in that, If the times are not synchronized, the specific operation in step S2 is as follows: Step S21: When it is detected that the system time of the Automatic Train Monitoring System (ATS) and the onboard controller (CC) is out of sync, the ATS will pop up an alarm to remind the central dispatcher that the current time of the onboard controller (CC) and the ATS is out of sync. Step S22: The central dispatcher determines whether the train can continue operating. Step S23: If you choose to withdraw from operation, set the train to clear passengers and then withdraw from service; Step S24: If the operator chooses to continue operating, the central dispatcher selects either a manual or automatic train operation adjustment strategy.

6. The train operation adjustment method under time asynchrony scenario as described in claim 1, characterized in that, The prediction 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.

7. The train operation adjustment method under time asynchrony scenario according to claim 1, characterized in that, Step S4 specifically includes: Step S41: The Automatic Train Monitoring System (ATS) sends a bypass time asynchrony flag to the onboard controller (CC). Step S42: After the train arrives at the platform and comes to a complete stop, 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. In step S43, after the on-board controller CC receives the bypass time asynchrony flag and the departure time is 0, it uses the default stopping time of the platform to carry out passenger boarding and alighting operations. When the train stops for a certain duration, it will automatically depart 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 for the train to arrive at the next station platform. In step S46, the Automatic Train Monitoring System (ATS) sends the updated predicted arrival time to the Platform Broadcasting System (PA) and the Platform Passenger Guidance System (PIS).

8. The train operation adjustment method under time asynchrony scenario according to claim 7, characterized in that, The prediction 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.

9. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 8.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 8.

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