Train operation adjustment method based on vehicle-to-vehicle communication operation interruption and related equipment

Abstract

The present application relates to the field of rail transit technology, and provides a train operation adjustment method based on operation interruption of car-to-car communication and related equipment, the train operation adjustment method based on operation interruption of car-to-car communication comprising: after receiving operation temporary adjustment information, if it is determined according to the operation temporary adjustment information that the current train is in a first state, a communication connection is established with a target train; a first occupation time of the current train at an interactive merging station is predicted, and a second occupation time of the target train is received; after it is determined that there is a time conflict according to the first occupation time and the second occupation time, the first occupation time is sent to a train automatic monitoring system, and an operation adjustment strategy sent by the train automatic monitoring system is received; and operation adjustment is performed based on the operation adjustment strategy. Through communication between the trains and prediction of the occupation time of each train at the interactive merging station, the present application realizes time conflict detection, thereby avoiding train interval parking and reducing the probability of unexpected train parking in the interval.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit, in particular to a train operation adjustment method for operation interruption based on train-to-train communication and related equipment. BACKGROUND

[0002] When a trackside line or device fails in rail transit, the train cannot run normally through the line, which will cause the train to fail to maintain the circuit operation. The common processing method at present is to use a temporary circuit to bypass the fault area, and to maintain the operation by using a single line to run back and forth on the opposite line of the fault line. However, in this operation organization mode, the temporary circuit and the single line return line share a platform to ensure the normal boarding and alighting of passengers, and there is a situation that the opposite running trains occupy the same platform.

[0003] However, the aforementioned operation organization mode relies on the manual experience of dispatchers, there is no direct information exchange between trains, and the opposite running trains are prone to platform occupation conflicts. The subsequent arriving trains need to be parked outside the station to wait until the previous train clears the platform, and then the subsequent arriving train can enter the platform to complete the boarding and alighting operation. This causes slow passenger flow dissipation under fault conditions, and is prone to unintended interval parking. SUMMARY

[0004] The present application provides a train operation adjustment method for operation interruption based on train-to-train communication and related equipment to solve the defects in the prior art.

[0005] The present application provides a train operation adjustment method for operation interruption based on train-to-train communication, applied to a train, the method comprising:

[0006] After receiving the temporary operation adjustment information, it is determined whether the current train is in a first state according to the temporary operation adjustment information; wherein the temporary operation adjustment information includes setting a temporary prohibited operation area based on train operation failure, first line, second line and first information for the interaction convergence station after the interaction convergence station, the first state includes that the train enters the interaction convergence station along the first line, the first line and the second line realize transfer based on the interaction convergence station, the first line realizes circuit return based on the interaction convergence station, the second line realizes single line return based on the interaction convergence station, or the first line realizes single line return based on the interaction convergence station, and the second line realizes circuit return based on the interaction convergence station;

[0007] If yes, a communication connection between the current train and a target train is established; wherein the target train enters the interaction convergence station along the second line;

[0008] predicting a first occupation time of the current train at the meeting station, and receiving a second occupation time of the target train at the meeting station;

[0009] after determining that there is a time conflict according to the first occupation time and the second occupation time, sending the first occupation time to a train automatic monitoring system, and receiving an operation adjustment strategy sent by the train automatic monitoring system;

[0010] adjusting operation based on the operation adjustment strategy.

[0011] According to the train operation adjustment method for operation interruption based on vehicle-vehicle communication provided by the present application, the prediction of the first occupation time of the current train at the meeting station comprises:

[0012] detecting whether there is a previous train located in front of the current train along the running direction of the current train;

[0013] if there is, obtaining first running information of the current train and second running information of the previous train;

[0014] predicting a running curve of the current train based on the first running information and the second running information;

[0015] if there is not, obtaining first running information of the current train, and predicting a running curve of the current train based on the first running information;

[0016] predicting the first occupation time of the current train at the meeting station based on the running curve.

[0017] According to the train operation adjustment method for operation interruption based on vehicle-vehicle communication provided by the present application, the prediction of the first occupation time of the current train at the meeting station based on the running curve comprises:

[0018] predicting a first time point at which a movement authority of the current train contains the meeting station, and a second time point at which the current train leaves the meeting station, based on the running curve;

[0019] determining the first occupation time according to the first time point and the second time point.

[0020] According to the train operation adjustment method for operation interruption based on vehicle-vehicle communication provided by the present application, the operation adjustment strategy comprises a first operation adjustment strategy and a second operation adjustment strategy;

[0021] the first operation adjustment strategy is that the train automatic monitoring system adjusts stop time of the current train at a passing station based on the first occupation time and the second occupation time.

[0022] The second operation adjustment strategy is that the train automatic monitoring system adjusts the stop time of the current train at the passing station based on the first occupation time and the second occupation time.

[0023] The application further provides a train operation adjustment method based on train-to-train communication for operation interruption, which is applied to a train automatic monitoring system, and the method comprises the following steps:

[0024] If a train operation failure is detected, a temporary prohibited operation area, an interactive convergence station, a first line and a second line are set based on the train operation failure, and operation temporary adjustment information is formed based on the interactive convergence station, the first line and the second line, and the operation temporary adjustment information is sent to trains located on the first line and the second line; wherein the first line and the second line realize transfer based on the interactive convergence station, the first line realizes cross-line turnaround based on the interactive convergence station, the second line realizes single-line turnaround based on the interactive convergence station, or the first line realizes single-line turnaround based on the interactive convergence station, and the second line realizes cross-line turnaround based on the interactive convergence station;

[0025] The first occupation time and the second occupation time of the interactive convergence station sent by the trains on the first line and the second line are received respectively;

[0026] An operation adjustment strategy is determined based on the first occupation time and the second occupation time, and the operation adjustment strategy is sent to the corresponding train, so that the train performs operation adjustment based on the operation adjustment strategy.

[0027] According to the train operation adjustment method based on train-to-train communication for operation interruption provided by the application, the operation adjustment strategy is determined based on the first occupation time and the second occupation time, which comprises the following steps:

[0028] Based on the first occupation time and the second occupation time, the maximum adjustment limit of the stop time of the train at the passing station is determined;

[0029] Based on the maximum adjustment limit, it is determined whether there is a time conflict of the train at the interactive convergence station;

[0030] If not, it is determined that the operation adjustment strategy is a first operation adjustment strategy; wherein the first operation adjustment strategy is to adjust the stop time of the train at the passing station based on the first occupation time and the second occupation time;

[0031] If the running adjustment strategy exists, the running adjustment strategy is determined as a second running adjustment strategy; wherein the second running adjustment strategy is based on the first occupation time and the second occupation time to perform a car dropping process on the train passing through a station.

[0032] According to the application, a train running adjustment method based on train-to-train communication in operation interruption is provided, and a temporary prohibited running area is set based on train operation failure, comprising:

[0033] A prohibited running area is set based on the train operation failure, and a moving authority of a guard train is set to enter the prohibited running area.

[0034] The application further provides a train running adjustment device based on train-to-train communication in operation interruption, applied to a train, comprising:

[0035] The first determination module is configured to determine whether the current train is in a first state according to the running temporary adjustment information after receiving the running temporary adjustment information; wherein the running temporary adjustment information comprises first information for an interactive convergence station based on a train operation failure to set a temporary prohibited running area, a first line, a second line and the interactive convergence station, the first state comprises that the train enters the interactive convergence station along the first line, the first line and the second line realize interchange based on the interactive convergence station, the first line realizes cross-line turn-back based on the interactive convergence station, the second line realizes single-line turn-back based on the interactive convergence station, or the first line realizes single-line turn-back based on the interactive convergence station, and the second line realizes cross-line turn-back based on the interactive convergence station;

[0036] The establishment module is configured to establish a communication connection between the current train and a target train if yes; wherein the target train enters the interactive convergence station along the second line;

[0037] The prediction module is configured to predict a first occupation time of the current train at the interactive convergence station and receive a second occupation time of the target train at the interactive convergence station;

[0038] The sending module is configured to send the first occupation time to a train automatic monitoring system and receive a running adjustment strategy sent by the train automatic monitoring system after determining that there is a time conflict according to the first occupation time and the second occupation time;

[0039] The running adjustment module is configured to perform running adjustment based on the running adjustment strategy.

[0040] The application further provides a train running adjustment device based on train-to-train communication in operation interruption, applied to a train automatic monitoring system, comprising:

[0041] The setting module is configured to, if a train operation failure is detected, set a temporary prohibited operation area, an interactive convergence station, a first line and a second line based on the train operation failure, form operation temporary adjustment information based on the interactive convergence station, the first line and the second line, and send the operation temporary adjustment information to a train located on the first line and the second line; wherein the first line and the second line realize transfer based on the interactive convergence station, the first line realizes cross-line turnaround based on the interactive convergence station, the second line realizes single-line turnaround based on the interactive convergence station, or the first line realizes single-line turnaround based on the interactive convergence station, and the second line realizes cross-line turnaround based on the interactive convergence station;

[0042] The receiving module is configured to receive a first occupation time and a second occupation time of the interactive convergence station sent by a train on the first line and a train on the second line respectively.

[0043] The second determining module is configured to determine an operation adjustment strategy based on the first occupation time and the second occupation time, and send the operation adjustment strategy to a corresponding train, so that the train performs operation adjustment based on the operation adjustment strategy.

[0044] The application further provides an electronic device, including a memory, a processor and a computer program stored in the memory and executable on the processor, and the processor implements the train operation adjustment method based on train-to-train communication in operation interruption as described above when executing the computer program.

[0045] The application further provides a non-transitory computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the train operation adjustment method based on train-to-train communication in operation interruption as described above.

[0046] The application further provides a computer program product, which includes a computer program, and the computer program is executed by a processor to implement the train operation adjustment method based on train-to-train communication in operation interruption as described above.

[0047] The application provides a train operation adjustment method based on train-to-train communication in operation interruption and related equipment, wherein after receiving operation temporary adjustment information, the train detects whether the current train is in a first state, if the current train is in the first state, a communication connection between the current train and a target train is established, a first occupation time of the current train at an interactive merging station is predicted, and a second occupation time of the target train at the interactive merging station is received based on the communication connection, whether there is a time conflict is determined according to the first occupation time and the second occupation time, if there is a time conflict, the first occupation time is sent to a train automatic monitoring system, the train automatic monitoring system determines an operation adjustment strategy according to the first occupation time and the second occupation time, and operation adjustment is performed based on the operation adjustment strategy. When train operation fails, the application realizes communication between trains, predicts the occupation time of each train at the interactive merging station, when there is a time conflict between the two occupation times, the train automatic monitoring system automatically links and controls to determine the operation adjustment strategy, so as to avoid train interval parking, improve the availability of the system, reduce the probability of non-expected train parking in the interval under line interruption operation, and the influence on operation organization caused thereby, and improve passenger evacuation efficiency. BRIEF DESCRIPTION OF DRAWINGS

[0048] In order to more clearly illustrate the technical solutions in the application or prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are some embodiments of the application, and for those skilled in the art, other drawings can also be obtained without creative labor.

[0049] Figure 1 is a flowchart of the train operation adjustment method based on train-to-train communication in operation interruption applied to the train provided by the application.

[0050] Figure 2 is one of the example diagrams of the train and the station in the embodiment provided by the application.

[0051] Figure 3 is the second example diagram of the train and the station in the embodiment provided by the application.

[0052] Figure 4 is the third example diagram of the train and the station in the embodiment provided by the application.

[0053] Figure 5 is the fourth example diagram of the train and the station in the embodiment provided by the application.

[0054] Figure 6 is the fifth example diagram of the train and the station in the embodiment provided by the application.

[0055] Figure 7Fig. 6 is a schematic diagram of an example of a train and a station in an embodiment of the present application.

[0056] Figure 8 Fig. 1 is a schematic diagram of a process of a train operation adjustment method based on train-to-train communication for an operation interruption in a train automatic monitoring system according to an embodiment of the present application.

[0057] Figure 9 Fig. 2 is a schematic diagram of a structure of a train operation adjustment device based on train-to-train communication for an operation interruption according to an embodiment of the present application.

[0058] Figure 10 Fig. 2 is a schematic diagram of a structure of a train operation adjustment device based on train-to-train communication for an operation interruption according to an embodiment of the present application.

[0059] Figure 11 Fig. 3 is a schematic diagram of a structure of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0060] In order to make the objectives, technical solutions and advantages of the present application clearer, the technical solutions in the present application will be described below in connection with the drawings in the present application. Obviously, the described embodiments are only some of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of protection of the present application.

[0061] Figure 1 Fig. 1 is a schematic diagram of a process of a train operation adjustment method based on train-to-train communication for an operation interruption according to an embodiment of the present application. Figure 1 As shown in Fig. 1, in an example embodiment, the train operation adjustment method based on train-to-train communication for an operation interruption is applied to a train, and includes steps 110 to 150, which are described in detail as follows.

[0062] In step 110, after receiving operation temporary adjustment information, it is determined whether the current train is in a first state according to the operation temporary adjustment information; wherein the operation temporary adjustment information includes a first information for an interactive convergence station based on a temporary prohibited operation area set based on a train operation failure, a first line, a second line and the interactive convergence station, the first state includes that the train enters the interactive convergence station along the first line, the first line and the second line realize transfer based on the interactive convergence station, the first line realizes cross-line turnaround based on the interactive convergence station, the second line realizes single-line turnaround based on the interactive convergence station, or the first line realizes single-line turnaround based on the interactive convergence station, and the second line realizes cross-line turnaround based on the interactive convergence station.

[0063] In the embodiment of the present application, as shown in Fig. 1, Figure 2As shown, under normal operating conditions, the train runs from platform C to platform A along the predetermined route. After completing the station at platform A, it turns back and returns to platform C. Trains running in the same direction communicate with each other (train 2 and train 3), directly exchanging information such as train position and speed. The onboard equipment of the following train calculates the movement authorization and completes the tracking operation.

[0064] like Figure 3 As shown, when a trackside overhead contact line failure, track interruption, or other reasons prevent normal line operation, a train operation fault can be identified. The Automatic Train Supervision (ATS) system dynamically sets prohibited operating zones based on the fault information. The ATS organizes segmented operations to avoid these prohibited zones. At the stations corresponding to the two ends of the prohibited operating zone, such as... Figure 3 For stations B and C shown, the first station reached on the side of the line experiencing the operational failure will be designated as an interchange station, i.e., platform B. Passengers can board and alight at the interchange station to complete their transfers. Based on the interchange station, the operating line will be divided into temporary loopback lines and single-track loopback lines, thereby generating temporary operational adjustment information. Loopback lines are as follows: Figure 3 Temporary route 1 in the plan refers to a line that runs from platform C to platform B, then turns back at platform B and returns to platform C. A single-track turnaround line is as follows: Figure 3 Temporary route 2 in the system refers to a single-track round-trip line between platform A and platform B. The Automatic Train Monitoring System (ATMS) will send the determined temporary operational adjustment information to trains located on the route turnaround line and the single-track turnaround line. The first piece of information in the temporary operational adjustment information is relevant information about the interchange stations, such as their location.

[0065] If the train receives an intermodal merging station, a cross-route turnaround line, or a single-track turnaround line, the current train's movement authorization will be withdrawn to the boundary of the prohibited operating area, and it will operate accordingly as a cross-route turnaround line or a single-track turnaround line. It will detect whether the current train has entered the intermodal merging station along the first line. In this embodiment of the invention, the first line is a cross-route turnaround line, such as... Figure 3 The line from platform C to platform B, then turns back at platform B to return to platform C, or the first line is a single-track turnaround line, such as... Figure 3 For the line from platform A to platform B, if the first line is a loop turnaround line, then the second line is a single-track turnaround line; if the first line is a single-track turnaround line, then the second line is a loop turnaround line.

[0066] Step 120: If yes, then establish a communication connection between the current train and the target train; wherein the target train enters the interactive rendezvous station along the second line.

[0067] In the embodiment of the present application, if the current train runs along the first line, the target train of the current train is determined, the target train runs along the second line, and the current train and the target train both run towards the direction of the interactive merging station, but the running lines of the two are different, for example, as shown in Figure 3 In the embodiment of the present application, if the current train is train 1, the corresponding target train is train 2, and if the current train is train 2, the corresponding target train is train 1. After the target train is determined, the communication with the target train is directly established to realize the train-to-train communication and real-time information interaction.

[0068] In the embodiment of the present application, as shown in Figure 4 When the vehicle-mounted device determines that the front running line contains the interactive merging station (platform B) based on the planned running route, the front is queried based on the real-time turnout state along the direction of entering the interactive merging station until the information of the target train is queried or all potential paths do not exist the target train. When the target train is queried, the communication with the opposite target train is directly established to realize the real-time information interaction. When the target train is not queried, the current running scheme is directly followed to run.

[0069] In step 130, the first occupation time of the current train at the interactive merging station is predicted, and the second occupation time of the target train at the interactive merging station is received.

[0070] In the embodiment of the present application, the first occupation time of the current train at the interactive merging station is predicted, the first occupation time is from the time T 入 when the movement authorization of the current train contains the interactive merging station to the time T 停站 when the current train parks at the interactive merging station according to the predicted running curve, the stop time T 出 of the current train at the interactive merging station to the time T 入 when the current train exits the range of the interactive merging station, and the time range {T 出} is the first occupation time of the current train at the interactive merging station (platform B). The corresponding second occupation time of the target station is predicted based on the same way, and the second occupation time is sent to the current train based on the established communication connection.

[0071] In step 140, after the time conflict is determined according to the first occupation time and the second occupation time, the first occupation time is sent to the train automatic monitoring system, and the running adjustment strategy sent by the train automatic monitoring system is received.

[0072] In the embodiment of the present application, whether there is a time conflict is determined according to the first occupation time and the second occupation time, that is, whether the first occupation time and the second occupation time have the possibility of coincidence is determined.

[0073] If the first occupation time exists, the first occupation time is sent to the train automatic monitoring system, and the target train also sends the corresponding second occupation time to the train automatic monitoring system, the train automatic monitoring system determines the operation adjustment strategy according to the received first occupation time and second occupation time, and returns the operation adjustment strategy to the current train. If the operation adjustment strategy determined by the train automatic monitoring system is not to adjust the current train, but to adjust the target train, the operation adjustment strategy can not be sent to the current train.

[0074] In step 150, operation adjustment is performed based on the operation adjustment strategy.

[0075] In the embodiment of the application, operation adjustment is performed based on the received operation adjustment strategy.

[0076] The application can avoid train interval parking and improve the availability of the system, reduce the probability of non-expected parking of trains in the interval under line interruption operation, and improve passenger evacuation efficiency.

[0077] In an exemplary embodiment of the application, the first occupation time of the current train at the interaction and convergence station is predicted, including:

[0078] In the running direction of the current train, it is detected whether there is a previous train located in front of the current train;

[0079] If the first occupation time exists, the first occupation time is sent to the train automatic monitoring system, and the target train also sends the corresponding second occupation time to the train automatic monitoring system, the train automatic monitoring system determines the operation adjustment strategy according to the received first occupation time and second occupation time, and returns the operation adjustment strategy to the current train. If the operation adjustment strategy determined by the train automatic monitoring system is not to adjust the current train, but to adjust the target train, the operation adjustment strategy can not be sent to the current train.

[0080] If the first occupation time exists, the first occupation time is sent to the train automatic monitoring system, and the target train also sends the corresponding second occupation time to the train automatic monitoring system, the train automatic monitoring system determines the operation adjustment strategy according to the received first occupation time and second occupation time, and returns the operation adjustment strategy to the current train. If the operation adjustment strategy determined by the train automatic monitoring system is not to adjust the current train, but to adjust the target train, the operation adjustment strategy can not be sent to the current train.

[0081] The first operation information of the current train is obtained, and the running curve of the current train is predicted based on the first operation information.

[0082] In the embodiment of the application, in the running direction of the current train, it is detected whether there is a previous train located in front of the current train, if the first operation information of the current train and the second operation information of the previous train exist, the running curve of the current train is predicted based on the first operation information and the second operation information.

[0083] predict a running curve of the current train based on the first running information and the second running information, or based on the first running information, and predict the first occupation time of the current train at the interactive merging station based on the running curve.

[0084] As shown in Figure 5 , Figure 6 , the on-board signal device predicts a running curve of the current train based on the first running information and the second running information, or based on the first running information, and further predicts a time range in which the current train occupies the interactive merging station (platform B). The running information includes train position, speed and other information.

[0085] In an example embodiment of the present application, the prediction of the first occupation time of the current train at the interactive merging station based on the running curve comprises:

[0086] predicting a movement authority of the current train based on the running curve, the movement authority containing a first time at which the interactive merging station is included, and a second time at which the current train leaves the interactive merging station;

[0087] determining the first occupation time according to the first time and the second time.

[0088] In the embodiment of the present application, the first occupation time starts from the first time T1 入 at which the movement authority of the current train includes the interactive merging station, to the second time T1 停站 at which the current train parks at the interactive merging station according to the predicted running curve, and the time T1 出 at which the current train clears the range of the interactive merging station, and the time range {T1 入 , T1 出} is the first occupation time of the current train at the interactive merging station (platform B). Similarly, the target train predicts T2 出 , T2 停站 , T2 出 in the same way to obtain the second occupation time.

[0089] In an example embodiment of the present application, the running adjustment strategy comprises a first running adjustment strategy and a second running adjustment strategy.

[0090] The first running adjustment strategy is that the train automatic monitoring system adjusts the stopping time of the current train at the passing station based on the first occupation time and the second occupation time.

[0091] The second running adjustment strategy is that the train automatic monitoring system performs a car-drawing process on the current train at the passing station based on the first occupation time and the second occupation time.

[0092] In the embodiment of the present application, as shown in Figure 7 The vehicle-mounted signal device receives the second occupation time of the target train for the interactive meeting station through communication between trains, performs conflict detection with the first occupation time of the current train, and automatically triggers linkage control with the train automatic monitoring system when there is conflict between the two time ranges to determine the corresponding operation adjustment strategy.

[0093] Specifically, the train automatic monitoring system determines the maximum adjustment limit of the train's stop time at the passing station based on the first occupation time and the second occupation time, and the maximum adjustment limit is the maximum range of adjusting the train's stop time at the passing station. Based on the maximum adjustment limit, it is determined whether there is a time conflict at the interactive meeting station. If there is no time conflict, the operation adjustment strategy is determined to be the first operation adjustment strategy, which is to adjust the train's stop time at the passing station based on the first occupation time and the second occupation time, so that there is no time conflict between the adjusted predicted occupation times, as shown in Figure 7 , the train (train 1 in Figure 7 ) that arrives later automatically adjusts the stop time at the passing platform (platform C, etc.). If there is a time conflict, the operation adjustment strategy is determined to be the second operation adjustment strategy, which is to perform car deduction on the train at the passing station based on the first occupation time and the second occupation time, such as performing car deduction on the train (train 1 in Figure 7 ) that arrives later at the passing platform (platform C), until the predicted occupation times overlap each other, and then allowing the train 1 to depart from the platform C, thereby avoiding unexpected interval parking and reducing the impact on operation.

[0094] Figure 8 is a flowchart of a train operation adjustment method for operation interruption based on vehicle-to-vehicle communication according to an exemplary embodiment. As shown in Figure 8 , in an exemplary embodiment, the train operation adjustment method for operation interruption based on vehicle-to-vehicle communication is applied to a train automatic monitoring system, which includes steps 810 to 830, which are described in detail as follows.

[0095] Step 810, if a train operation failure is detected, a temporary prohibited operation area, an interactive meeting station, a first line and a second line are set based on the train operation failure, and a temporary operation adjustment information is formed based on the interactive meeting station, the first line and the second line, and the temporary operation adjustment information is sent to the trains located on the first line and the second line; wherein the first line and the second line realize transfer based on the interactive meeting station, the first line realizes cross-line turnaround based on the interactive meeting station, the second line realizes single-line turnaround based on the interactive meeting station, or the first line realizes single-line turnaround based on the interactive meeting station, and the second line realizes cross-line turnaround based on the interactive meeting station.

[0096] In the embodiment of the present application, when the line cannot normally operate due to reasons such as failure of the overhead line system on the side of the track, interruption of the track, etc., the train operation failure can be determined, and the train automatic monitoring system organizes segmented operation to avoid the prohibited operation area. An interactive merging station is set, and based on the interactive merging station, the operation line is divided into a temporary interworking turnaround line and a single-line turnaround line, thereby forming operation temporary adjustment information. The train automatic monitoring system sends the operation temporary adjustment information to the trains on the first line and the second line.

[0097] In step 820, the first occupation time and the second occupation time of the interactive merging station sent by the trains on the first line and the second line are received.

[0098] In the embodiment of the present application, the trains on the interactive merging station, the first line and the second line, i.e., the aforementioned current train and target train, predict the corresponding first occupation time and second occupation time, and after determining that there is a time conflict based on the first occupation time and the second occupation time, the first occupation time and the second occupation time are fed back to the train automatic monitoring system.

[0099] In step 830, an operation adjustment strategy is determined based on the first occupation time and the second occupation time, and the operation adjustment strategy is sent to the corresponding train to make the train perform operation adjustment based on the operation adjustment strategy.

[0100] In the embodiment of the present application, the operation adjustment strategy is determined based on the received first occupation time and second occupation time, and the determined operation adjustment strategy is sent to the corresponding train to make the train perform operation adjustment based on the operation adjustment strategy.

[0101] In an exemplary embodiment of the present application, the operation adjustment strategy is determined based on the first occupation time and the second occupation time, and the operation adjustment strategy is sent to the corresponding train to make the train perform operation adjustment based on the operation adjustment strategy.

[0102] Based on the first occupation time and the second occupation time, the maximum adjustment limit of the stop time of the train at the passing station is determined.

[0103] Based on the maximum adjustment limit, it is determined whether there is a time conflict of the train at the interactive merging station.

[0104] If not, the operation adjustment strategy is determined to be a first operation adjustment strategy; wherein the first operation adjustment strategy is to adjust the stop time of the train at the passing station based on the first occupation time and the second occupation time.

[0105] If it exists, the operation adjustment strategy is determined to be the second operation adjustment strategy; wherein, the second operation adjustment strategy is to impound the train at the stations it passes through based on the first requisition time and the second requisition time.

[0106] In this embodiment of the invention, based on the first requisition time and the second requisition time, the maximum adjustment limit of the train's stopping time at the stations along the route is determined. The maximum adjustment limit is the maximum range for adjusting the train's stopping time at the stations along the route.

[0107] Determining whether there is a time conflict at the interchange station based on the maximum adjustment limit, that is, whether there is a time conflict between the predicted requisition time obtained after adjusting the stopping time of the train at the stations it passes through based on the maximum adjustment limit.

[0108] If there is no time conflict, the operational adjustment strategy is determined to be the first operational adjustment strategy. The first operational adjustment strategy adjusts the train's stopping times at stations along the route based on the first and second requisition times, ensuring that there are no time conflicts between the adjusted predicted requisition times. Figure 7 In the middle, the system automatically adjusts the arrival time of trains with later arrival times. Figure 7 1) Stopping time of the train at the stations it passes through (platform C, etc.).

[0109] If a time conflict exists, the operational adjustment strategy will be determined as the second operational adjustment strategy. This second strategy involves detaining the train at stations along its route based on both the first and second requisition times. For example, for trains arriving later (…),… Figure 7 Train 1 will be detained at the station (platform C) until the predicted requisition times are staggered, and then train 1 will be allowed to depart from platform C to avoid unexpected stops in the section and reduce the impact on operations.

[0110] In an exemplary embodiment of the present invention, the step of setting up a temporary prohibited operating area based on the train operation failure includes:

[0111] Based on the train operation failure, a prohibited operating area is set, and a protection train's movement authorization is set to enter the prohibited operating area.

[0112] In this embodiment of the invention, the automatic train monitoring system dynamically sets prohibited operating areas based on fault information, and the automatic train protection system (ATP) sets the movement authorization for protected trains to enter the prohibited operating areas to ensure operational safety.

[0113] The train operation adjustment device based on train-to-train communication in operation interruption provided by the present application is described below, and the train operation adjustment device based on train-to-train communication in operation interruption described below can be correspondingly referred to the train operation adjustment method based on train-to-train communication in operation interruption described above. It should be noted that the device provided in the following embodiment and the method provided in the above embodiment belong to the same concept, and the specific manner in which each module and unit performs operations has been described in detail in the method embodiment, which will not be described here.

[0114] In an example embodiment of the present application, please refer to Figure 9 , Figure 9 The train operation adjustment device based on train-to-train communication in operation interruption shown in FIG. 9 is applied to a train according to an example embodiment, and includes the following modules.

[0115] The first determination module 910 is configured to determine whether the current train is in a first state according to the temporary operation adjustment information after receiving the temporary operation adjustment information; wherein the temporary operation adjustment information includes first information for an interactive convergence station based on setting a temporary prohibited operation area, a first line, a second line and the interactive convergence station based on train operation failure, the first state includes that the train enters the interactive convergence station along the first line, the first line and the second line realize transfer based on the interactive convergence station, the first line realizes cross-line turnaround based on the interactive convergence station, the second line realizes single-line turnaround based on the interactive convergence station, or the first line realizes single-line turnaround based on the interactive convergence station, and the second line realizes cross-line turnaround based on the interactive convergence station;

[0116] The establishment module 920 is configured to establish a communication connection between the current train and a target train if yes; wherein the target train enters the interactive convergence station along the second line;

[0117] The prediction module 930 is configured to predict a first occupation time of the current train at the interactive convergence station, and receive a second occupation time of the target train at the interactive convergence station;

[0118] The sending module 940 is configured to send the first occupation time to a train automatic monitoring system after determining that there is a time conflict according to the first occupation time and the second occupation time, and receive an operation adjustment strategy sent by the train automatic monitoring system;

[0119] The operation adjustment module 950 is configured to perform operation adjustment based on the operation adjustment strategy.

[0120] In an example embodiment of the present application, the prediction module 930 includes:

[0121] a detection submodule, configured to detect whether a preceding train located in front of the current train exists along a running direction of the current train;

[0122] a first acquisition submodule, configured to acquire first running information of the current train and second running information of the preceding train if the preceding train exists, and predict a running curve of the current train based on the first running information and the second running information;

[0123] a second acquisition submodule, configured to acquire first running information of the current train if the preceding train does not exist, and predict a running curve of the current train based on the first running information;

[0124] a second prediction submodule, configured to predict the first occupation time of the current train at the interactive merging station based on the running curve.

[0125] In an example embodiment of the present application, the second prediction submodule comprises:

[0126] a prediction unit, configured to predict a first time point at which a movement authority of the current train contains the interactive merging station and a second time point at which the current train leaves the interactive merging station based on the running curve;

[0127] a determination unit, configured to determine the first occupation time according to the first time point and the second time point.

[0128] In an example embodiment of the present application, the running adjustment strategy comprises a first running adjustment strategy and a second running adjustment strategy.

[0129] The first running adjustment strategy is that the train automatic monitoring system adjusts a stop time of the current train at a passing station based on the first occupation time and the second occupation time.

[0130] The second running adjustment strategy is that the train automatic monitoring system performs a car decoupling process on the current train at a passing station based on the first occupation time and the second occupation time.

[0131] In an example embodiment of the present application, please refer to Figure 10 , Figure 10 is a train running adjustment device for operation interruption based on vehicle-to-vehicle communication according to an example embodiment, applied to a train automatic monitoring system, comprising the following modules:

[0132] The setting module 1010 is configured to, if a train operation fault is detected, set a temporary prohibited operation area, an interactive convergence station, a first line and a second line based on the train operation fault, form operation temporary adjustment information based on the interactive convergence station, the first line and the second line, and send the operation temporary adjustment information to a train located on the first line and the second line; wherein the first line and the second line realize transfer based on the interactive convergence station, the first line realizes cross-line turnaround based on the interactive convergence station, the second line realizes single-line turnaround based on the interactive convergence station, or the first line realizes single-line turnaround based on the interactive convergence station, and the second line realizes cross-line turnaround based on the interactive convergence station;

[0133] The receiving module 1020 is configured to receive a first requisition time and a second requisition time of the interactive convergence station sent by the trains on the first line and the second line respectively;

[0134] The second determining module 1030 is configured to determine an operation adjustment strategy based on the first requisition time and the second requisition time, and send the operation adjustment strategy to the corresponding train, so that the train performs operation adjustment based on the operation adjustment strategy.

[0135] In an exemplary embodiment of the present application, the second determining module 1030 comprises:

[0136] The first determining submodule is configured to determine a maximum adjustment limit of the stop time of the train at a passing station based on the first requisition time and the second requisition time;

[0137] The second determining submodule is configured to determine whether there is a time conflict of the train at the interactive convergence station based on the maximum adjustment limit;

[0138] The third determining submodule is configured to, if there is not, determine that the operation adjustment strategy is a first operation adjustment strategy; wherein the first operation adjustment strategy is to adjust the stop time of the train at the passing station based on the first requisition time and the second requisition time;

[0139] The fourth determining submodule is configured to, if there is, determine that the operation adjustment strategy is a second operation adjustment strategy; wherein the second operation adjustment strategy is to perform a car dropping process on the train at the passing station based on the first requisition time and the second requisition time.

[0140] In an exemplary embodiment of the present application, the setting module 1010 comprises:

[0141] The setting submodule is configured to set a prohibited operation area based on the train operation fault, and set a movement authority of a guard train to enter the prohibited operation area.

[0142] Figure 11 An example of a schematic diagram of a physical structure of an electronic device is shown in Figure 11 The electronic device can include a processor 1110, a communications interface 1120, a memory 1130, and a communications bus 1140, wherein the processor 1110, the communications interface 1120, and the memory 1130 communicate with each other through the communications bus 1140. The processor 1110 can invoke a logical instruction in the memory 1130 to execute a train operation adjustment method based on train-to-train communication for operation interruption of a train or a train operation adjustment method based on train-to-train communication for operation interruption of a train automatic monitoring system, the train operation adjustment method based on train-to-train communication for operation interruption of a train including:

[0143] After receiving the temporary operation adjustment information, it is determined whether the current train is in a first state according to the temporary operation adjustment information; wherein the temporary operation adjustment information includes a first information for an interactive convergence station based on setting a temporary prohibited operation area, a first line, a second line, and the interactive convergence station based on train operation failure, the first state includes that the train enters the interactive convergence station along the first line, the first line and the second line realize transfer based on the interactive convergence station, the first line realizes cross-line turnaround based on the interactive convergence station, the second line realizes single-line turnaround based on the interactive convergence station, or the first line realizes single-line turnaround based on the interactive convergence station, and the second line realizes cross-line turnaround based on the interactive convergence station;

[0144] If yes, a communication connection between the current train and a target train is established; wherein the target train enters the interactive convergence station along the second line;

[0145] A first occupation time of the current train at the interactive convergence station is predicted, and a second occupation time of the target train at the interactive convergence station is received;

[0146] After it is determined that there is a time conflict according to the first occupation time and the second occupation time, the first occupation time is sent to a train automatic monitoring system, and an operation adjustment strategy sent by the train automatic monitoring system is received;

[0147] Operation adjustment is performed based on the operation adjustment strategy;

[0148] The train operation adjustment method based on train-to-train communication for operation interruption of a train automatic monitoring system includes:

[0149] If a train operation failure is detected, a temporary prohibited operation area, an interactive meeting station, a first line and a second line are set based on the train operation failure, and a temporary operation adjustment information is formed based on the interactive meeting station, the first line and the second line, and the temporary operation adjustment information is sent to a train located on the first line and the second line; wherein the first line and the second line realize transfer based on the interactive meeting station, the first line realizes cross-line turnaround based on the interactive meeting station, the second line realizes single-line turnaround based on the interactive meeting station, or the first line realizes single-line turnaround based on the interactive meeting station, and the second line realizes cross-line turnaround based on the interactive meeting station;

[0150] The first occupation time and the second occupation time of the interactive meeting station sent by the trains on the first line and the second line are received respectively;

[0151] An operation adjustment strategy is determined based on the first occupation time and the second occupation time, and the operation adjustment strategy is sent to the corresponding train, so that the train performs operation adjustment based on the operation adjustment strategy.

[0152] In addition, the logical instructions in the memory 1130 described above can be implemented in the form of a software function unit and sold or used as an independent product, which can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application essentially or the parts that contribute to the prior art or parts of the technical solutions can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in various embodiments of the present application. The foregoing storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various media that can store program codes.

[0153] On the other hand, the present application also provides a computer program product, which comprises a computer program, the computer program can be stored on a non-transitory computer readable storage medium, and when the computer program is executed by a processor, the computer can execute the train operation adjustment method based on train-to-train communication for operation interruption of a train or the train operation adjustment method based on train-to-train communication for operation interruption of a train automatic monitoring system provided by the above-mentioned methods, the train operation adjustment method based on train-to-train communication for operation interruption of a train comprises:

[0154] determining whether the current train is in a first state according to the running temporary adjustment information; wherein the running temporary adjustment information comprises first information for an interactive convergence station after setting a temporary forbidden running area, a first line, a second line and the interactive convergence station based on a train operation failure, the first state comprises that the train enters the interactive convergence station along the first line, the first line and the second line realize transfer based on the interactive convergence station, the first line realizes cross-line turn-back based on the interactive convergence station, the second line realizes single-line turn-back based on the interactive convergence station, or the first line realizes single-line turn-back based on the interactive convergence station, and the second line realizes cross-line turn-back based on the interactive convergence station;

[0155] if yes, establishing a communication connection between the current train and a target train; wherein the target train enters the interactive convergence station along the second line;

[0156] predicting a first occupation time of the current train at the interactive convergence station, and receiving a second occupation time of the target train at the interactive convergence station;

[0157] after determining that there is a time conflict according to the first occupation time and the second occupation time, sending the first occupation time to a train automatic monitoring system, and receiving a running adjustment strategy sent by the train automatic monitoring system;

[0158] adjusting running based on the running adjustment strategy;

[0159] The train running adjustment method based on train-to-train communication for operation interruption of a train automatic monitoring system comprises:

[0160] if a train operation failure is detected, setting a temporary forbidden running area, an interactive convergence station, a first line and a second line based on the train operation failure, and forming running temporary adjustment information based on the interactive convergence station, the first line and the second line, and sending the running temporary adjustment information to trains located on the first line and the second line; wherein the first line and the second line realize transfer based on the interactive convergence station, the first line realizes cross-line turn-back based on the interactive convergence station, the second line realizes single-line turn-back based on the interactive convergence station, or the first line realizes single-line turn-back based on the interactive convergence station, and the second line realizes cross-line turn-back based on the interactive convergence station;

[0161] receiving first occupation time and second occupation time of the interactive convergence station sent by trains on the first line and the second line respectively;

[0162] determine a running adjustment strategy based on the first occupation time and the second occupation time, and send the running adjustment strategy to the corresponding train to make the train perform running adjustment based on the running adjustment strategy.

[0163] In another aspect, the present application also provides a non-transitory computer readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the train running adjustment method based on train-to-train communication for operation interruption of a train or the train running adjustment method based on train-to-train communication for operation interruption of a train automatic monitoring system provided by the above method, the train running adjustment method based on train-to-train communication for operation interruption of a train comprising:

[0164] After receiving the temporary running adjustment information, it is determined whether the current train is in a first state according to the temporary running adjustment information; wherein the temporary running adjustment information comprises a first information for an interactive convergence station based on setting a temporary prohibited running area, a first line, a second line and the interactive convergence station for train operation failure, the first state comprises that the train enters the interactive convergence station along the first line, the first line and the second line realize transfer based on the interactive convergence station, the first line realizes cross-line turnaround based on the interactive convergence station, the second line realizes single-line turnaround based on the interactive convergence station, or the first line realizes single-line turnaround based on the interactive convergence station, and the second line realizes cross-line turnaround based on the interactive convergence station;

[0165] If yes, a communication connection between the current train and a target train is established; wherein the target train enters the interactive convergence station along the second line;

[0166] The first occupation time of the current train at the interactive convergence station is predicted, and the second occupation time of the target train at the interactive convergence station is received;

[0167] After it is determined that there is a time conflict according to the first occupation time and the second occupation time, the first occupation time is sent to a train automatic monitoring system, and a running adjustment strategy sent by the train automatic monitoring system is received;

[0168] Running adjustment is performed based on the running adjustment strategy;

[0169] The train running adjustment method based on train-to-train communication for operation interruption of a train automatic monitoring system comprises:

[0170] If a train operation failure is detected, a temporary prohibited operation area, an interactive meeting station, a first line and a second line are set based on the train operation failure, and a temporary operation adjustment information is formed based on the interactive meeting station, the first line and the second line, and the temporary operation adjustment information is sent to a train located on the first line and the second line; wherein the first line and the second line realize transfer based on the interactive meeting station, the first line realizes cross-line turnaround based on the interactive meeting station, the second line realizes single-line turnaround based on the interactive meeting station, or the first line realizes single-line turnaround based on the interactive meeting station, and the second line realizes cross-line turnaround based on the interactive meeting station;

[0171] Receiving a first occupation time and a second occupation time of the interactive meeting station sent by a train on the first line and a train on the second line respectively;

[0172] Determining an operation adjustment strategy based on the first occupation time and the second occupation time, and sending the operation adjustment strategy to the corresponding train to make the train perform operation adjustment based on the operation adjustment strategy.

[0173] The device embodiments described above are only schematic, wherein the units described as separate components can or can not be physically separate, and the components displayed as units can or can not be physical units, i.e., can be located in one place, or can be distributed on multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the embodiment scheme. Those skilled in the art can understand and implement without creative labor.

[0174] From the above description of the embodiments, those skilled in the art can clearly understand that the embodiments can be realized by means of software plus necessary universal hardware platforms, and of course can also be realized by hardware. Based on such understanding, the above technical solutions, essentially or in other words, the part that contributes to the prior art can be embodied in the form of a software product, which can be stored in a computer readable storage medium, such as a ROM / RAM, a magnetic disk, an optical disk, etc., and includes a number of instructions to make a computer device (which can be a personal computer, a server, or a network device, etc.) execute the methods described in each embodiment or some parts of the embodiments.

[0175] It should be pointed out finally that the above embodiments are only used to illustrate the technical solutions of the present application, but not to limit the same; and although the present application has been described in detail with reference to the foregoing embodiments, it should be appreciated by those skilled in the art that the technical solutions recorded in the foregoing embodiments can be modified, or some technical features thereof can be replaced equivalently; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A train operation adjustment method based on vehicle-to-vehicle communication of an operation interruption, characterized by, The method is applied to a train and comprises the following steps: After receiving temporary operation adjustment information, it is determined whether a current train is in a first state according to the temporary operation adjustment information; wherein the temporary operation adjustment information comprises first information for an interactive convergence station after setting a temporary prohibited operation area, a first line, a second line and the interactive convergence station based on a train operation fault, the first state comprises that the train enters the interactive convergence station along the first line, the first line and the second line realize transfer based on the interactive convergence station, and the first line realizes cross-line turnaround based on the interactive convergence station, the second line realizes single-line turnaround based on the interactive convergence station, or the first line realizes single-line turnaround based on the interactive convergence station, and the second line realizes cross-line turnaround based on the interactive convergence station; If yes, a communication connection between the current train and a target train is established; wherein the target train enters the interactive convergence station along the second line; A first occupation time of the current train at the interactive convergence station is predicted, and a second occupation time of the target train at the interactive convergence station is received; After it is determined that there is a time conflict according to the first occupation time and the second occupation time, the first occupation time is sent to a train automatic monitoring system, and an operation adjustment strategy sent by the train automatic monitoring system is received; Operation adjustment is performed based on the operation adjustment strategy.

2. The train operation adjustment method based on vehicle-to-vehicle communication for operational disruption according to claim 1, characterized by, The prediction of the first occupation time of the current train at the interactive convergence station comprises the following steps: In the running direction of the current train, it is detected whether there is a preceding train located in front of the current train; If yes, first operation information of the current train and second operation information of the preceding train are acquired, and a running curve of the current train is predicted based on the first operation information and the second operation information; If no, first operation information of the current train is acquired, and a running curve of the current train is predicted based on the first operation information; The first occupation time of the current train at the interactive convergence station is predicted based on the running curve.

3. The train operation adjustment method based on vehicle-to-vehicle communication for operational disruption according to claim 2, characterized by, The prediction of the first occupation time of the current train at the interactive convergence station based on the running curve comprises the following steps: The first time when the movement authority of the current train contains the interactive convergence station and the second time when the current train leaves the interactive convergence station are predicted based on the running curve; The first occupation time is determined according to the first time and the second time.

4. The train operation adjustment method based on car-to-car communication of an operation interruption according to any one of claims 1 to 3, characterized by, The operation adjustment strategy comprises a first operation adjustment strategy and a second operation adjustment strategy; The first operation adjustment strategy is that the train automatic monitoring system adjusts the stop time of the current train at a passing station based on the first occupation time and the second occupation time; The second operation adjustment strategy is that the train automatic monitoring system performs car unloading processing on the current train at a passing station based on the first occupation time and the second occupation time.

5. A train operation adjustment method based on vehicle-to-vehicle communication of an operation interruption, characterized by, The method is applied to a train automatic monitoring system and comprises the following steps: If a train operation fault is detected, a temporary prohibited operation area, an interactive meeting station, a first line and a second line are set based on the train operation fault, and operation temporary adjustment information is formed based on the interactive meeting station, the first line and the second line, and the operation temporary adjustment information is sent to a train located on the first line and the second line; wherein the first line and the second line realize transfer based on the interactive meeting station, the first line realizes cross-line turn-back based on the interactive meeting station, the second line realizes single-line turn-back based on the interactive meeting station, or the first line realizes single-line turn-back based on the interactive meeting station, and the second line realizes cross-line turn-back based on the interactive meeting station; Receiving a first occupation time and a second occupation time of the interactive meeting station sent by the train on the first line and the second line respectively; Determining an operation adjustment strategy based on the first occupation time and the second occupation time, and sending the operation adjustment strategy to the corresponding train to make the train perform operation adjustment based on the operation adjustment strategy.

6. The train operation adjustment method based on vehicle-to-vehicle communication for operational disruption according to claim 5, wherein, The determination of the operation adjustment strategy based on the first occupation time and the second occupation time comprises: Determining a maximum adjustment limit of the stop time of the train at a passing station based on the first occupation time and the second occupation time; Determining whether there is a time conflict of the train at the interactive meeting station based on the maximum adjustment limit; If not, determining the operation adjustment strategy as a first operation adjustment strategy; wherein the first operation adjustment strategy is to adjust the stop time of the train at the passing station based on the first occupation time and the second occupation time; If so, determining the operation adjustment strategy as a second operation adjustment strategy; wherein the second operation adjustment strategy is to perform a car-drawing process on the train at the passing station based on the first occupation time and the second occupation time.

7. The train operation adjustment method based on vehicle-to-vehicle communication for operational disruption according to any one of claims 5 to 6, characterized by, The setting of the temporary prohibited operation area based on the train operation fault comprises: Setting a prohibited operation area based on the train operation fault, and setting a movement authority of a guard train to enter the prohibited operation area.

8. A train operation adjustment device based on vehicle-to-vehicle communication of an operation interruption, characterized by, Applied to a train, comprising: A first determination module configured to determine whether the current train is in a first state according to the operation temporary adjustment information after receiving the operation temporary adjustment information; wherein the operation temporary adjustment information comprises first information for the interactive meeting station after setting a temporary prohibited operation area, a first line, a second line and an interactive meeting station based on a train operation fault, the first state comprises that the train enters the interactive meeting station along the first line, the first line and the second line realize transfer based on the interactive meeting station, the first line realizes cross-line turn-back based on the interactive meeting station, the second line realizes single-line turn-back based on the interactive meeting station, or the first line realizes single-line turn-back based on the interactive meeting station, and the second line realizes cross-line turn-back based on the interactive meeting station; The establishing module is configured to establish a communication connection between the current train and a target train if so; the target train enters the interactive convergence station along a second line; The predicting module is configured to predict a first occupation time of the current train at the interactive convergence station, and receive a second occupation time of the target train at the interactive convergence station; The sending module is configured to send the first occupation time to a train automatic monitoring system after determining that there is a time conflict according to the first occupation time and the second occupation time, and receive an operation adjustment strategy sent by the train automatic monitoring system; The operation adjustment module is configured to perform operation adjustment based on the operation adjustment strategy.

9. A train operation adjustment device based on vehicle-to-vehicle communication of an operation interruption, characterized by, The application is applied to a train automatic monitoring system, and comprises: The setting module is configured to set a temporary prohibited operation area, an interactive convergence station, a first line and a second line based on a train operation fault if the train operation fault is detected, form operation temporary adjustment information based on the interactive convergence station, the first line and the second line, and send the operation temporary adjustment information to trains located on the first line and the second line; the first line and the second line realize transfer based on the interactive convergence station, the first line realizes cross-line turn-back based on the interactive convergence station, the second line realizes single-line turn-back based on the interactive convergence station, or the first line realizes single-line turn-back based on the interactive convergence station, and the second line realizes cross-line turn-back based on the interactive convergence station; The receiving module is configured to receive first occupation time and second occupation time of the interactive convergence station sent by trains on the first line and the second line respectively; The second determining module is configured to determine an operation adjustment strategy based on the first occupation time and the second occupation time, and send the operation adjustment strategy to corresponding trains, so that the trains perform operation adjustment based on the operation adjustment strategy.

10. An electronic device comprising a memory, a processor, and a computer program stored on the memory and running on the processor, characterized in that, The processor executes the computer program to realize the train operation adjustment method based on train-to-train communication in operation interruption according to any one of claims 1 to 7.

11. A non-transitory computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program is executed by the processor to realize the train operation adjustment method based on train-to-train communication in operation interruption according to any one of claims 1 to 7.

Images