Access control method and device, computer equipment, readable storage medium and program product

Abstract

The invention relates to an access control method and device, computer equipment, a computer readable storage medium and a computer program product. The method is applied to an interlocking system and comprises the steps that under the condition that it is detected that a virtual train set has a virtual marshalling fault, latest position information of the virtual train set is obtained; according to the latest position information of the virtual train group, determining a predicted driving road section area of the virtual train group; and determining a route fault control strategy according to the road section area, and performing route control processing on the virtual train group based on the route fault control strategy. By adopting the method, the safety of route control can be improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a route control method, apparatus, computer equipment, computer-readable storage medium, and computer program product. Background Art

[0002] The computerized interlocking system within railway signaling is core infrastructure for ensuring train safety. Traditional computerized interlocking systems provide operation permission for individual trains by locking the route and opening the route's starting signal. During train operation, the computerized interlocking system continuously monitors the route's occupancy status and automatically unlocks the route once it confirms that a train has fully passed through it, making it available for subsequent trains.

[0003] However, with the development of virtual marshaling technology, multiple trains can form virtual train sets through train-to-train communication and coordinated control, running on the same route at fixed or dynamic intervals. Due to the special characteristics of virtual train sets, and the potential for virtual marshaling failures during operation due to communication anomalies, the route control methods of traditional interlocking systems are not suitable for virtual train sets and cannot address the safety risks associated with virtual marshaling failures. Therefore, a route control method suitable for virtual marshaling failures is urgently needed. Summary of the Invention

[0004] Based on this, it is necessary to provide a route control method, device, computer equipment, computer-readable storage medium and computer program product to address the above technical problems.

[0005] In a first aspect, the present application provides an approach control method, which is applied to an interlocking system and includes:

[0006] When a virtual train set failure is detected, the latest position information of the virtual train set is obtained;

[0007] Determining a predicted travel section of the virtual train set based on the latest position information of the virtual train set;

[0008] A route fault control strategy is determined according to the section area, and route control processing is performed on the virtual train set based on the route fault control strategy.

[0009] In one embodiment, determining a route fault control strategy according to the section area, and performing route control processing on the virtual train set based on the route fault control strategy, includes:

[0010] When the predicted travel section of the virtual train group does not enter a close-to-locked area, determining whether the approach area meets an opening condition;

[0011] If the route area meets the open condition, the route fault control strategy is determined to be a non-virtual marshaling control strategy; based on the non-virtual marshaling control strategy, route control processing is performed on the virtual train group.

[0012] In one embodiment, determining a route fault control strategy according to the section area, and performing route control processing on the virtual train set based on the route fault control strategy, includes:

[0013] When the virtual train set is predicted to travel on a road section close to a locked area or an approach area, and the tail car of the virtual train set has not entered the approach area, the approach start signal is controlled to be in a closed state, and the approach area is in a locked state.

[0014] In one embodiment, the method further comprises:

[0015] Acquiring monitoring information of the virtual train set sent by the monitoring device, wherein the monitoring information includes at least one of image information, positioning information, and status information;

[0016] Determining a route risk prediction result based on the monitoring information of the virtual train set, the section information corresponding to the section area, and a section risk prediction model;

[0017] When the route risk prediction result indicates low risk, the route area is unlocked.

[0018] In one embodiment, determining a route fault control strategy according to the section area, and performing route control processing on the virtual train set based on the route fault control strategy, includes:

[0019] When the tail car of the virtual train group enters the route area, the route start end signal is controlled to be in a closed state, and after the tail car exits the route area, the route area is unlocked.

[0020] In one embodiment, determining the predicted travel section of the virtual train set based on the latest position information of the virtual train set includes:

[0021] determining a predicted travel distance of the virtual train set based on the latest position information of the virtual train set and the acquisition time corresponding to the latest position information;

[0022] The predicted travel area of ​​the virtual train set is determined according to the predicted travel distance of the virtual train set, the control information of the virtual train set and the current route control strategy.

[0023] In a second aspect, the present application further provides an approach control device, which is applied to an interlocking system and includes:

[0024] A first acquisition module is used to acquire the latest position information of the virtual train set when a virtual train set failure is detected;

[0025] A first determining module is configured to determine a road section area where the virtual train set is predicted to travel based on the latest position information of the virtual train set;

[0026] A control module is used to determine a route fault control strategy according to the section area, and perform route control processing on the virtual train set based on the route fault control strategy.

[0027] In one embodiment, the control module is specifically configured to:

[0028] When the predicted travel section of the virtual train group does not enter a close-to-locked area, determining whether the approach area meets an opening condition;

[0029] If the route area meets the open condition, the route fault control strategy is determined to be a non-virtual marshaling control strategy; based on the non-virtual marshaling control strategy, route control processing is performed on the virtual train group.

[0030] In one embodiment, the control module is specifically configured to:

[0031] When the virtual train set is predicted to travel on a road section close to a locked area or an approach area, and the tail car of the virtual train set has not entered the approach area, the approach start signal is controlled to be in a closed state, and the approach area is in a locked state.

[0032] In one embodiment, the apparatus further comprises:

[0033] A second acquisition module is configured to acquire monitoring information of the virtual train set sent by the monitoring device, wherein the monitoring information includes at least one of image information, positioning information, and status information;

[0034] A second determination module is configured to determine a route risk prediction result based on the monitoring information of the virtual train set, the section information corresponding to the section area, and a section risk prediction model;

[0035] The unlocking module is used to unlock the route area when the route risk prediction result indicates low risk.

[0036] In one embodiment, the control module is specifically configured to:

[0037] When the tail car of the virtual train group enters the route area, the route start end signal is controlled to be in a closed state, and after the tail car exits the route area, the route area is unlocked.

[0038] In one embodiment, the first determining module is specifically configured to:

[0039] determining a predicted travel distance of the virtual train set based on the latest position information of the virtual train set and the acquisition time corresponding to the latest position information;

[0040] The predicted travel area of ​​the virtual train set is determined according to the predicted travel distance of the virtual train set, the control information of the virtual train set and the current route control strategy.

[0041] In a third aspect, the present application further provides a computer device comprising a memory and a processor, wherein the memory stores a computer program, and the processor implements the method steps of the first aspect when executing the computer program.

[0042] In a fourth aspect, the present application further provides a computer-readable storage medium having a computer program stored thereon, which implements the method steps of the above-mentioned first aspect when executed by a processor.

[0043] In a fifth aspect, the present application also provides a computer program product, comprising a computer program, which implements the method steps of the above-mentioned first aspect when executed by a processor.

[0044] The above-mentioned route control method, device, computer equipment, computer-readable storage medium and computer program product can be applied to an interlocking system. The method includes: obtaining the latest position information of the virtual train set when a virtual train set is detected to have a virtual marshaling failure; determining the predicted route area of ​​the virtual train set based on the latest position information of the virtual train set; determining the route fault control strategy based on the route area, and performing route control processing on the virtual train set based on the route fault control strategy. Through the above scheme, when a virtual train set has a virtual marshaling failure, the route area of ​​the virtual train set currently traveling can be predicted, and then, for different route areas, the corresponding route fault control strategy can be adopted to perform targeted route control processing, so that the route control method matches the current risk scenario, thereby improving the effectiveness of route control in the case of a virtual marshaling failure, thereby improving the safety of route control. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the following briefly introduces the drawings required for use in the embodiments of the present application or related technical descriptions. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying any creative work.

[0046] Figure 1 This is an application environment diagram of the route control method in one embodiment;

[0047] Figure 2 A schematic diagram of a virtual train set not approaching a locked area in one embodiment;

[0048] Figure 3 A schematic diagram of a virtual train set approaching a locked area in one embodiment;

[0049] Figure 4 A virtual train set enters an approach area in one embodiment;

[0050] Figure 5 The last car of a virtual train set enters the approach area in one embodiment;

[0051] Figure 6 This is a structural block diagram of an approach control device in one embodiment;

[0052] Figure 7 FIG. 1 is a diagram showing the internal structure of a computer device in one embodiment. DETAILED DESCRIPTION

[0053] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0054] The present embodiment provides a route control method that can be applied to an interlocking system (i.e., a computer interlocking system). It is understood that the method can also be applied to a server, or to a system comprising a terminal and a server, and implemented through interaction between the terminal and the server. It is understood that the method can be applied to any terminal with data processing capabilities and is not limited by the present embodiment.

[0055] The present application provides a rail transit system that can implement dynamic train formation and disorganization technology, and can also communicate and control virtual train sets (i.e., train sets) obtained by virtual formation, thereby improving transportation efficiency and achieving efficient and safe control of virtual train sets. The rail transit system may include ground equipment, onboard equipment, and data transmission equipment. Among them, the ground equipment may include a computer interlocking system, an RBC (Radio Block Center), etc.; the onboard equipment may include an onboard ATP (Automatic Train Protection) subsystem, which can be used to receive and execute control commands sent by the ground equipment; and the data transmission equipment can be used to ensure real-time communication between the ground equipment and the onboard equipment.

[0056] When virtual marshaling is required, the ground train's automatic monitoring system receives virtual marshaling commands, which may include information such as the marshaling interval and the number of trains in the marshaling group. The ground train's automatic monitoring system then transmits the marshaling commands to the computer interlocking system in the relevant area. After virtual marshaling, adjacent trains in the virtual train group can establish connections through train-to-train communication to obtain real-time status information (such as speed, position, and marshaling status) of the leading and trailing trains. The onboard ATP subsystem transmits this information to the computer interlocking system via the RBC. Based on the received virtual marshaling approach information, the computer interlocking system provides the virtual train with a virtual multi-train approach route for operation.

[0057] The following will describe in detail the route control method provided by this application in conjunction with specific implementation methods. Figure 1 As shown, the method includes the following steps:

[0058] Step 102: When a virtual train set failure is detected, the latest position information of the virtual train set is obtained.

[0059] In embodiments of the present application, due to component failures, communication failures, and other factors between ground trains, a virtual trainset may experience a virtual marshaling failure, resulting in the inability of individual trains in the virtual trainset to operate as a virtual marshaling. The interlocking system can detect whether a virtual marshaling failure has occurred in the virtual trainset. For example, the interlocking system can determine whether a virtual marshaling failure has occurred based on information reported by ground personnel. Alternatively, the interlocking system can determine whether a virtual marshaling failure has occurred based on test status information (such as speed, position, and marshaling status) transmitted by the RBC. Upon detecting a virtual marshaling failure, the interlocking system can obtain the latest position information of the virtual trainset. Specifically, each train in the virtual trainset can synchronize its cross-steering pressure information to the interlocking system in real time via the RBC. The cross-steering pressure information can reflect the current position information of the train, allowing the interlocking system to obtain the position information of each train in the virtual trainset. Optionally, in the event of a communication or network failure in the virtual trainset, the interlocking system can obtain the most recently reported position information of the virtual trainset as the latest position information.

[0060] Step 104 : determining the road section area where the virtual train set is predicted to travel based on the latest position information of the virtual train set.

[0061] In an embodiment of the present application, the interlocking system can determine the road section area that the virtual train set is predicted to travel based on the latest position information of the virtual train set. For example, if the latest position information is the position information currently reported by the virtual train in real time, the road section area to which the latest position information belongs is determined as the road section area that the virtual train set is predicted to travel.

[0062] Step 106 , determining a route fault control strategy according to the section area, and performing route control processing on the virtual train set based on the route fault control strategy.

[0063] In an embodiment of the present application, the interlocking system can store a mapping relationship between the road section area and the route fault control strategy, and then query the route fault control strategy corresponding to the road section area where the virtual train group is predicted to travel based on the mapping relationship, and then perform route control processing on the virtual train group based on the route fault control strategy.

[0064] Through the above scheme, when a virtual train set has a virtual marshaling failure, the current route area of ​​the virtual train set can be predicted, and then the corresponding route fault control strategy is adopted for different route areas, and the route control processing is carried out in a targeted manner, so that the route control method matches the current risk scenario, thereby improving the effectiveness of route control in the case of virtual marshaling failure, thereby solving the safety risk problem in the case of virtual marshaling failure.

[0065] Optionally, a route fault control strategy is determined according to the road section area, and route control processing is performed on the virtual train group based on the route fault control strategy, including: when the road section area where the virtual train group is predicted to travel does not indicate that it has entered a locking area, judging whether the route area meets the opening condition; if the route area meets the opening condition, determining that the route fault control strategy is a non-virtual marshaling control strategy; and performing route control processing on the virtual train group based on the non-virtual marshaling control strategy.

[0066] In an embodiment of the present application, when a virtual train set is detected to have a virtual marshaling fault, the interlocking system can determine whether the virtual train set has entered the approach locking area. If it has not entered the approach locking area, it can be determined whether the route area of ​​the virtual train set meets the opening conditions. For example, if the route is idle, the adjacent section of the over-limit insulation is idle, the position of the relevant switch is correct, the route is locked, no manual unlocking is performed, the hostile route is not established, and the interlocking conditions are correct, then the opening conditions are met, otherwise, the opening conditions are not met. Take the virtual train set including trains Q1-1, Q1-2, and Q1-3 as an example, if Figure 2 FIG. 1 shows a schematic diagram of a virtual train set that has not entered the approach locking area.

[0067] If the route area meets the open conditions, the interlocking system can determine the route fault control strategy as a non-virtual marshaling control strategy. Based on the non-virtual marshaling control strategy, route control processing can be performed on the virtual train set. Specifically, the route start signal can be kept open, and each virtual train set can be listed as an unmarshaled train. The route is unlocked as the train moves.

[0068] Through the above scheme, since the virtual train set has not yet entered the locking area and has sufficient braking space, the route treatment measures for downgrading the virtual train set are listed according to the non-marshaling method, which ensures both safety and efficiency.

[0069] Optionally, a route fault control strategy is determined according to the road section area, and based on the route fault control strategy, route control processing is performed on the virtual train group, including: when the road section area where the virtual train group is predicted to travel is close to a locked area or an approach area, and the tail car of the virtual train group has not entered the approach area, the route starting signal is controlled to be in a closed state and the approach area is in a locked state.

[0070] In the embodiment of the present application, when a virtual train set failure is detected, the interlocking system can determine the position of the virtual train set, thereby identifying the road section area where it is predicted to travel. Figure 3The figure shows a virtual trainset approaching a locked area. The interlocking system can control the route start signal to be closed and the route area to be locked. In this case, the virtual trainset is still controlled as a marshaled train, and the route is no longer unlocked with the train until a preset unlocking condition is met. Optionally, the preset unlocking condition can be unlocking in response to a manual unlocking command.

[0071] like Figure 4 The figure shows a schematic diagram of a virtual train set entering the route area. When the predicted travel area is the route area, the interlocking system can determine whether the tail car has entered the route area based on the position information of the tail car of the virtual train set. When the tail car has not entered the route area, the interlocking system can control the route start signal to be in the closed state and the route area to be locked. In this case, the virtual train set is still controlled as a marshaled train, and the route is no longer unlocked as the train moves until the preset unlocking condition is met. Optionally, the preset unlocking condition can be unlocking in response to a manual unlocking command.

[0072] Through the above scheme, when the virtual train group approaches or enters the approach area, the approach processing can be carried out according to the entry and exit control strategy of the marshalling train, which can effectively ensure the safety of the virtual train group's operation.

[0073] Optionally, the method also includes: obtaining monitoring information of the virtual train group sent by the monitoring equipment, the monitoring information including at least one of image information, positioning information and status information; determining the route risk prediction result based on the monitoring information of the virtual train group, the section information corresponding to the section area and the section risk prediction model; and unlocking the route area when the route risk prediction result indicates low risk.

[0074] In an embodiment of the present application, after the route control processing, the interlocking system can obtain monitoring information of the virtual train set sent by the monitoring equipment. The monitoring equipment can be a ground-mounted camera, position detector, or other monitoring equipment, which can be used to capture image information of the virtual train set and monitor the positioning information and status information of the virtual train set. Accordingly, the monitoring information includes at least one of image information, positioning information, and status information. The section information can be the status information of the current section, such as whether the section area is idle, whether there are obstacles, whether the adjacent section of the over-limit insulation is idle, whether the relevant switch position is correct, etc. The specific content can be set according to actual needs.

[0075] The interlocking system can identify the route risk prediction results based on the monitoring information of the virtual train set, the section information corresponding to the section area and the section risk prediction model. When the route risk prediction result indicates low risk, the route area will be unlocked; when the route risk prediction result indicates high risk, the route area will be kept locked.

[0076] In one example, a road section risk prediction model can be obtained by pre-training an artificial intelligence model, and the interlocking system can input the monitoring information of the virtual train set and the road section information corresponding to the road section area into the road section risk prediction model to obtain the route risk prediction result. In another example, the model can also be implemented by a decision tree model. For example, in the case where the road section area where the virtual train set is predicted to travel is close to the locked area or the route area, if the image information indicates that the virtual train set is in the route area, or the road section information indicates that the current road section area is unavailable, a high-risk route risk prediction result is obtained; if the image information indicates that the virtual train set is in a safe parking area and the road section information indicates that the current road section area is available, a low-risk route risk prediction result is obtained.

[0077] Through the above solution, the route area can be automatically unlocked after the route control processing, without the need for manual unlocking, thereby improving the efficiency of route control.

[0078] Optionally, the route fault control strategy is determined according to the section area, and based on the route fault control strategy, route control processing is performed on the virtual train group, including: when the tail car of the virtual train group enters the route area, controlling the route starting end signal to be in a closed state, and unlocking the route area after the tail car exits the route area.

[0079] In the embodiment of the present application, when the last car of the virtual train group enters the route area, the interlocking system can control the route start signal to be in the closed state, and unlock the route area after the last car leaves the route area. The interlocking system no longer checks the virtual group approach attribute change of the route start signal, and the route is unlocked as the last car of the group train moves. Figure 5 The figure shows a schematic diagram of the last car of a virtual train set entering the approach area.

[0080] Through the above solution, when the virtual train set has completely entered the approach area, the approach can be closed to prevent other trains from mistakenly entering the approach and causing safety risks. After the tail train leaves the approach area, the approach area can be unlocked to improve the efficiency of approach control.

[0081] Optionally, based on the latest position information of the virtual train group, the predicted travel section area of ​​the virtual train group is determined, including: determining the predicted travel distance of the virtual train group based on the latest position information of the virtual train group and the acquisition time corresponding to the latest position information; determining the predicted travel section area of ​​the virtual train group based on the predicted travel distance of the virtual train group, the control information of the virtual train group and the current route control strategy.

[0082] In an embodiment of the present application, if a virtual trainset experiences a virtual marshaling failure, a communication failure may also occur, preventing the interlocking system from obtaining the virtual trainset's current location information. The interlocking system can calculate the virtual trainset's predicted travel distance based on the virtual trainset's latest location information, the acquisition time corresponding to the latest location information, and the virtual trainset's operating speed. The interlocking system then determines the predicted travel area of ​​the virtual trainset based on the predicted travel distance, the virtual trainset's control information, and the current route control strategy. The control information may include whether the virtual trainset is braking; the route control strategy may include whether the route is unlocked. Thus, based on the predicted travel distance of the virtual trainset, the control information of the virtual trainset, and the current route control strategy, a comprehensive prediction of the route area that the virtual trainset is expected to reach, i.e., the predicted travel area of ​​the virtual trainset, can be made. Specifically, the predicted travel distance can be adjusted based on the control information. If the control information indicates braking, the predicted travel distance is shortened; if the control information indicates no braking, the predicted travel distance is maintained or increased. If route area A is unlocked (i.e., locked), the predicted travel area is determined based on the adjusted predicted travel distance in the route area preceding route area A.

[0083] Through the above scheme, the expected reachable section area of ​​the virtual train set can be comprehensively predicted based on the predicted driving distance of the virtual train set, the control information of the virtual train set and the current route control strategy. In the event of communication interruption, the predicted section area of ​​the virtual train set can be determined, thereby improving the accuracy and safety of route control.

[0084] Optionally, when the head car of the virtual train set and the route starting signal meet the preset approach conditions, it is determined whether the virtual train set has processed the route; if the virtual train set has not processed the route, the route starting signal status is controlled to be closed, and the route is processed for the virtual train set; the route starting signal is controlled to be in an open state.

[0085] In an embodiment of the present application, when a virtual train set approaches a route start signal, if the leading car of the virtual train set and the route start signal meet a preset proximity condition, the interlocking system can determine whether the virtual train set has been approved for route entry. If the virtual train set has not been approved for route entry, the route start signal is controlled to be closed, the route start signal is turned off red, and route entry is processed for the virtual train set according to the virtual formation of multiple trains. The virtual formation of multiple trains does not check for vacant sections within the route. The route start signal is then controlled to be open, and the route start signal is turned off green.

[0086] Optionally, when the current marshalling status information of the virtual train set is the marshalling status, if the section area information on which the virtual train set is currently traveling is the approach area, and the tail car of the virtual train set has not entered the approach area, the approach start signal is controlled to be in an open state, and the approach area is in a locked state; if the tail car of the virtual train set is detected to enter the approach area, the approach start signal is controlled to be in a closed state, and the approach area is unlocked after the tail car exits the approach area.

[0087] In the embodiment of the present application, when the current marshaling status information of the virtual train set is the marshaling status, if the section area information of the virtual train set is the approach area, and the last car of the virtual train set has not entered the approach area, the interlocking system controls the approach start signal to be in the open state and the approach area to be locked. If the interlocking system determines that the last car has entered the approach area based on the position information of the virtual train set, the interlocking system controls the approach start signal to be in the closed state. After the last car exits the approach area, the approach area is unlocked.

[0088] It should be understood that, although the steps in the flowcharts of the above embodiments are shown in sequence as indicated by the arrows, these steps are not necessarily performed in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and these steps can be performed in other orders. Moreover, at least a portion of the steps in the flowcharts of the above embodiments may include multiple steps or multiple stages, and these steps or stages are not necessarily performed at the same time, but can be performed at different times. The execution order of these steps or stages is not necessarily to be performed in sequence, but can be performed in turn or alternately with other steps or at least a portion of steps or stages in other steps.

[0089] Based on the same inventive concept, embodiments of the present application also provide a route control device for implementing the route control method described above. The solution provided by this device is similar to the solution described in the method described above. Therefore, the specific limitations of one or more of the route control device embodiments provided below can be found in the above-described limitations of the route control method and will not be further elaborated here.

[0090] In an exemplary embodiment, Figure 6 As shown, a route control device is provided, which is applied to an interlocking system and includes:

[0091] A first acquisition module 610 is configured to acquire the latest position information of the virtual train set when a virtual train set failure is detected;

[0092] A first determining module 620 is configured to determine a road section area where the virtual train set is predicted to travel based on the latest position information of the virtual train set;

[0093] The control module 630 is used to determine a route fault control strategy according to the section area, and perform route control processing on the virtual train set based on the route fault control strategy.

[0094] In one embodiment, the control module is specifically configured to:

[0095] When the predicted travel section of the virtual train group does not enter a close-to-locked area, determining whether the approach area meets an opening condition;

[0096] If the route area meets the open condition, the route fault control strategy is determined to be a non-virtual marshaling control strategy; based on the non-virtual marshaling control strategy, route control processing is performed on the virtual train group.

[0097] In one embodiment, the control module is specifically configured to:

[0098] When the virtual train set is predicted to travel on a road section close to a locked area or an approach area, and the tail car of the virtual train set has not entered the approach area, the approach start signal is controlled to be in a closed state, and the approach area is in a locked state.

[0099] In one embodiment, the apparatus further comprises:

[0100] A second acquisition module is configured to acquire monitoring information of the virtual train set sent by the monitoring device, wherein the monitoring information includes at least one of image information, positioning information, and status information;

[0101] A second determination module is configured to determine a route risk prediction result based on the monitoring information of the virtual train set, the section information corresponding to the section area, and a section risk prediction model;

[0102] The unlocking module is used to unlock the route area when the route risk prediction result indicates low risk.

[0103] In one embodiment, the control module is specifically configured to:

[0104] When the tail car of the virtual train group enters the route area, the route start end signal is controlled to be in a closed state, and after the tail car exits the route area, the route area is unlocked.

[0105] In one embodiment, the first determining module is specifically configured to:

[0106] determining a predicted travel distance of the virtual train set based on the latest position information of the virtual train set and the acquisition time corresponding to the latest position information;

[0107] The predicted travel area of ​​the virtual train set is determined according to the predicted travel distance of the virtual train set, the control information of the virtual train set and the current route control strategy.

[0108] Each module in the aforementioned route control device may be implemented in whole or in part through software, hardware, or a combination thereof. Each module may be embedded in or independent of a processor in a computer device in the form of hardware, or may be stored in a computer device memory in the form of software, so that the processor can call and execute the corresponding operations of each module.

[0109] In an exemplary embodiment, a computer device is provided. The computer device may be a terminal, and its internal structure diagram may be as shown in FIG. Figure 7 As shown. The computer device includes a processor, memory, an input / output interface, a communication interface, a display unit, and an input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are connected to the system bus via the input / output interface. The processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and computer program in the non-volatile storage medium. The input / output interface of the computer device is used to exchange information between the processor and external devices. The communication interface of the computer device is used to communicate with external terminals via wired or wireless means, and the wireless means can be implemented via Wi-Fi, a mobile cellular network, near-field communication (NFC), or other technologies. When executed by the processor, the computer program implements a route control method. The display unit of the computer device is used to form a visually visible image, and can be a display screen, a projection device, or a virtual reality imaging device. The display screen can be a liquid crystal display screen or an electronic ink display screen, and the input device of the computer device can be a touch layer covering the display screen, or a button, trackball or touchpad set on the computer device casing, or an external keyboard, touchpad or mouse.

[0110] Those skilled in the art will understand that Figure 7 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than shown in the figure, or combine certain components, or have a different component arrangement.

[0111] In an exemplary embodiment, a computer device is provided, including a memory and a processor. The memory stores a computer program, and the processor implements the above method steps when executing the computer program.

[0112] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the above method steps are implemented.

[0113] In one embodiment, a computer program product is provided, comprising a computer program, which implements the above method steps when executed by a processor.

[0114] It should be noted that the user information (including but not limited to user device identification, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant regulations.

[0115] Those skilled in the art will understand that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. In particular, any reference to memory, database, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The databases involved in the various embodiments provided herein may include at least one of a relational database and a non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the various embodiments provided herein may be, but are not limited to, general-purpose processors, central processing units (CPUs), graphics processing units (GPUs), digital signal processors (DSPs), programmable logic devices (PLDs), quantum computing-based data processing logic devices, artificial intelligence (AI) processors, and the like.

[0116] The technical features of the above embodiments can be combined arbitrarily. In order to make the description concise, 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, they should be considered to be within the scope of this application.

[0117] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present application. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of the present application, and these modifications and improvements fall within the scope of protection of the present application. Therefore, the scope of protection of the present application shall be determined by the appended claims.

Claims

1. A route control method, characterized in that: The method is applied to an interlocking system, and the method comprises: When a virtual train set failure is detected, the latest position information of the virtual train set is obtained; Determining a predicted travel section of the virtual train set based on the latest position information of the virtual train set; A route fault control strategy is determined according to the section area, and route control processing is performed on the virtual train set based on the route fault control strategy.

2. The method according to claim 1, characterized in that Determining a route fault control strategy according to the section area, and performing route control processing on the virtual train set based on the route fault control strategy, includes: When the predicted travel section of the virtual train group does not enter a close-to-locked area, determining whether the approach area meets an opening condition; If the route area meets the open condition, the route fault control strategy is determined to be a non-virtual marshaling control strategy; based on the non-virtual marshaling control strategy, route control processing is performed on the virtual train group.

3. The method according to claim 1, characterized in that Determining a route fault control strategy according to the section area, and performing route control processing on the virtual train set based on the route fault control strategy, includes: When the virtual train set is predicted to travel on a road section close to a locked area or an approach area, and the tail car of the virtual train set has not entered the approach area, the approach start signal is controlled to be in a closed state, and the approach area is in a locked state.

4. The method according to claim 3, characterized in that The method further comprises: Acquiring monitoring information of the virtual train set sent by the monitoring device, wherein the monitoring information includes at least one of image information, positioning information, and status information; Determining a route risk prediction result based on the monitoring information of the virtual train set, the section information corresponding to the section area, and a section risk prediction model; When the route risk prediction result indicates low risk, the route area is unlocked.

5. The method according to claim 1, wherein Determining a route fault control strategy according to the section area, and performing route control processing on the virtual train set based on the route fault control strategy, includes: When the tail car of the virtual train group enters the route area, the route start end signal is controlled to be in a closed state, and after the tail car exits the route area, the route area is unlocked.

6. The method according to claim 1, characterized in that The step of determining, based on the latest position information of the virtual train set, a predicted travel section of the virtual train set includes: determining a predicted travel distance of the virtual train set based on the latest position information of the virtual train set and the acquisition time corresponding to the latest position information; The predicted travel area of ​​the virtual train set is determined according to the predicted travel distance of the virtual train set, the control information of the virtual train set and the current route control strategy.

7. A route control device, characterized in that: The device is applied to an interlocking system, and comprises: A first acquisition module is used to acquire the latest position information of the virtual train set when a virtual train set failure is detected; A first determining module is configured to determine a road section area where the virtual train set is predicted to travel based on the latest position information of the virtual train set; A control module is used to determine a route fault control strategy according to the section area, and perform route control processing on the virtual train set based on the route fault control strategy.

8. A computer device comprising a memory and a processor, wherein the memory stores a computer program, wherein: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 6 are implemented.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 6 are implemented.

10. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 6 are implemented.

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