Train operation control method and device based on autonomous perception and train-to-train communication

Abstract

The embodiment of the invention provides a train operation control method and device based on autonomous perception and train-to-train communication, and is applied to the technical field of rail traffic signals and control. The method comprises the following steps: acquiring an operation plan and full-travel dynamic positioning information of a train; based on the operation plan and the full-travel dynamic positioning information, autonomously calculating a track resource sequence needing to be occupied in the current driving stage in stages, and initiating a resource expropriation request for the track resource sequence to a trackside object controller; receiving movement authorization from the trackside object controller, and controlling the train to run according to the authorization; when the tail part of the train drives out of any single track resource in the track resource sequence, actively initiating a resource release request for the single track resource to a trackside object controller; meanwhile, on the basis of the next-stage driving demand and the real-time positioning information, the next-stage rail resource calculation and expropriation process is started. In this way, the overall safety and reliability of the system can be ensured under a distributed architecture.

Description

Technical Field

[0001] This disclosure relates to the field of rail transit signaling and control technology, and in particular to a train operation control method and device based on autonomous sensing and vehicle-to-vehicle communication. Background Technology

[0002] In the current urban rail transit sector, light rail and tram systems, which are medium- and low-capacity rail transit systems, have become an important part of the urban public transportation network due to their flexible operation and adaptability to various right-of-way environments. However, existing signaling systems are unable to meet their core requirements of "cost sensitivity, rapid dynamic response, and adaptability to non-fully enclosed right-of-way".

[0003] Traditional communication-based train control systems (such as CBTC) adopt a centralized architecture of "control center-train". All decisions rely on the central equipment to allocate mobile authorization. This not only results in high construction and maintenance costs, but also performance bottlenecks and single-point failure risks. In dynamic scenarios such as frequent starts and stops of light rail and multiple level crossings, the response delay is large and the flexibility is insufficient.

[0004] While some advanced vehicle-to-vehicle communication systems (such as PB-TACS) have the ability to coordinate vehicle control, their functional design is geared towards high-density, fully enclosed subway lines. Directly applying them to light rail would result in serious functional redundancy, leading to problems such as poor economic efficiency and waste of resources.

[0005] In addition, existing systems often lack precise design for light rail scenarios, making it difficult to balance cost, performance and flexibility while ensuring safety levels, and thus failing to fill the market gap for dedicated light rail signaling systems. Summary of the Invention

[0006] This disclosure provides a train operation control method based on autonomous sensing and vehicle-to-vehicle communication, which solves the technical problem of how to build a reliable safety protection system under a distributed architecture to ensure the safety of autonomous train operation and achieve efficient resource utilization and dynamic allocation.

[0007] According to a first aspect of this disclosure, a train operation control method based on autonomous sensing and vehicle-to-vehicle communication is provided. The method includes: Obtain the train's operation plan and dynamic positioning information throughout its journey; Based on the operation plan and the dynamic positioning information of the whole journey, the system autonomously calculates the sequence of track resources to be occupied in the current driving stage in stages, and initiates a resource requisition request for the track resource sequence to the trackside object controller. Receive movement authorization from the trackside object controller and control the train to run within the authorized sequence of track resources based on the authorization; Once the rear of the train has safely left any single track resource in the track resource sequence, it actively initiates a resource release request for that single track resource to the trackside object controller. Simultaneously, based on the operation plan and the latest location in the full-journey dynamic positioning information, the next stage of track resource calculation and requisition process is initiated.

[0008] In addition to the aspects and any possible implementations described above, a further implementation is provided, wherein the distributed operation control system includes an on-board controller, a trackside object controller, a train automatic monitoring system, a data communication system, and a trackside beacon; wherein, The on-board controller is used to perform autonomous control and communication of the train; The trackside object controller is used to manage the allocation and status of track resources; The automatic train monitoring system is used to monitor train operation status and manage train schedules. The data communication system is used to realize data interaction between the on-board controller, the trackside object controller and the train automatic monitoring system. The trackside beacon is used to provide a reference position for the initial positioning of the train and to provide an error correction reference for real-time positioning during train operation.

[0009] In addition to the aspects and any possible implementations described above, a further implementation is provided, wherein obtaining the train's operation plan and full-journey dynamic positioning information includes: The train automatic monitoring system loads a preset train operation plan and transmits the train operation plan to the onboard controller via a data communication system. When the train is in its initial state, the on-board controller reads information from at least two consecutively set trackside beacons on the track, and calculates the initial positioning information of the train based on the preset position coordinates of the beacons and the reading timestamp. When the train is in operation, the on-board controller periodically reads the trackside beacon information along the line and combines it with the data collected by the train itself to correct the error of the real-time positioning results, forming dynamic positioning information for the entire journey.

[0010] In addition to the aspects and any possible implementations described above, a further implementation is provided, wherein the step of autonomously calculating the sequence of track resources required for the current travel phase based on the operation plan and the dynamic positioning information throughout the entire journey, and initiating a resource requisition request for the track resource sequence to the trackside object controller includes: Based on the operation plan and the real-time location data in the full-journey dynamic positioning information, the on-board controller dynamically calculates the sequence of track resources to be occupied in the current driving stage, and sends a resource requisition request to the trackside object controller that manages the track resource sequence through the data communication system. After receiving the resource requisition request, the trackside object controller performs a safety check on the requested track resources, including checking resource conflicts, state consistency, and interlocking logic. If the verification passes, the trackside object controller performs a logical locking operation on the track resource sequence and sends a movement authorization command to the vehicle controller through the data communication system. If the verification fails, the rejection information and reason are sent back to the vehicle controller so that the vehicle controller can adjust the resource request strategy based on the real-time location data in the full-journey dynamic positioning information.

[0011] In addition to the aspects and any possible implementations described above, an implementation is further provided in which receiving a movement authorization from the trackside object controller and controlling the train to operate within the authorized sequence of track resources based on the authorization includes: Based on the operation plan and the real-time location data in the full-journey dynamic positioning information, the on-board controller controls the train to travel within the track resource sequence at a preset speed, and simultaneously reports the train's real-time location, operating speed, and equipment status to the train automatic monitoring system through the data communication system. The trackside object controller synchronously reports the status of trackside equipment and the current track resource occupancy status within its jurisdiction to the automatic train monitoring system via the data communication system.

[0012] In addition to the aspects and any possible implementations described above, a further implementation is provided in which, after the tail of the train has safely departed from any single track resource in the track resource sequence, the step of actively initiating a resource release request for that single track resource to the trackside object controller includes: When the rear of the train has completely left any single track resource in the current track resource sequence, the on-board controller automatically determines that the train has safely left the single track resource based on the full-journey dynamic positioning information, generates a resource release request for the single track resource, and sends it to the corresponding trackside object controller through the data communication system. After receiving the resource release request, the trackside object controller verifies whether the train has completely left the single track resource by combining the status information fed back by the trackside equipment. If the verification is successful, the trackside object controller will perform an unlocking operation on the single track resource and report the track resource status update information to the automatic train monitoring system through the data communication system.

[0013] In addition to the aspects described above and any possible implementations, a further implementation is provided, wherein the method further includes: The on-board controllers of adjacent trains establish a direct communication connection through the data communication system to share their respective full-journey dynamic positioning information, running speed, and current stage resource usage intention in real time; When the safe distance between adjacent trains is less than a preset threshold, the on-board controllers of the adjacent trains, based on shared dynamic positioning information and the reference position provided by trackside beacons, directly exchange commands for deceleration, stopping, or path adjustment through the data communication system to achieve cooperative collision avoidance.

[0014] According to a second aspect of this disclosure, a train operation control device based on autonomous sensing and vehicle-to-vehicle communication is provided. The device includes: The initial positioning module is used to acquire the train's operation plan and dynamic positioning information throughout the entire journey; The autonomous resource application module is used to autonomously calculate the sequence of track resources required for the current travel phase based on the operation plan and the dynamic positioning information of the entire journey, and to initiate a resource requisition request for the track resource sequence to the trackside object controller. The train operation module is used to receive movement authorization from the trackside object controller and control the train to run within the authorized track resource sequence according to the authorization; The autonomous resource release module is used to proactively initiate a resource release request for any single track resource in the track resource sequence after the tail of the train has safely left the track resource sequence. The cyclic requisition module is used to initiate the calculation and requisition process of the next stage of track resources based on the latest position in the operation plan and the dynamic positioning information of the entire journey.

[0015] According to a third aspect of this disclosure, an electronic device is provided. The electronic device includes a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described above.

[0016] According to a fourth aspect of this disclosure, a computer-readable storage medium is provided having a computer program stored thereon that, when executed by a processor, implements the methods according to the first and / or second aspects of this disclosure.

[0017] In this disclosure, by acquiring train operation plans and dynamic positioning information throughout the entire journey, the train can accurately grasp its own operating status and environmental conditions, providing data support for subsequent resource management and autonomous control. It autonomously calculates track resource sequences in stages and initiates requisition requests, granting the train the power to initiate resource management. This breaks the decision-making dependence of the traditional centralized architecture, transforming the train from a passive executor to an active decision-maker. This significantly reduces the pressure on central equipment and communication latency, and dramatically improves the system's response speed to dynamic scenarios, enabling rapid adaptation to light rail operation needs such as temporary train additions and route adjustments. After the train safely exits a single track resource at the rear, it immediately initiates a release request, achieving closed-loop management of resources—"apply when needed, release when used"—avoiding the problem of low utilization rates caused by long-term resource occupation, allowing for faster line resource turnover, and effectively improving overall throughput capacity. Simultaneously, it initiates the next stage of resource calculation and requisition process, ensuring the continuity and smoothness of train operation and further optimizing operational efficiency.

[0018] It should be understood that the description in the Summary of the Invention is not intended to limit the key or essential features of the embodiments of this disclosure, nor is it intended to restrict the scope of this disclosure. Other features of this disclosure will become readily apparent from the following description. Attached Figure Description

[0019] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. The drawings are provided for a better understanding of the invention and are not intended to limit the scope of this disclosure. In the drawings, the same or similar reference numerals denote the same or similar elements, wherein: Figure 1 A flowchart of a train operation control method based on autonomous sensing and vehicle-to-vehicle communication provided by an embodiment of this disclosure is shown; Figure 2 A schematic diagram of the overall architecture of a distributed operation control system in which embodiments of the present disclosure can be implemented is shown; Figure 3 A structural diagram of a train operation control device based on autonomous sensing and vehicle-to-vehicle communication provided by an embodiment of this disclosure is shown. Figure 4 A structural diagram of an exemplary electronic device capable of implementing embodiments of the present disclosure is shown. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of the embodiments of this disclosure clearer, the technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this disclosure, and not all embodiments. Based on the embodiments of this disclosure, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

[0021] Furthermore, the term "and / or" in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0022] In this disclosure, by acquiring train operation plans and dynamic positioning information throughout the entire journey, the train can accurately grasp its own operating status and environmental conditions, providing data support for subsequent resource management and autonomous control. It autonomously calculates track resource sequences in stages and initiates requisition requests, granting the train the power to initiate resource management. This breaks the decision-making dependence of the traditional centralized architecture, transforming the train from a passive executor to an active decision-maker. This significantly reduces the pressure on central equipment and communication latency, and dramatically improves the system's response speed to dynamic scenarios, enabling rapid adaptation to light rail operation needs such as temporary train additions and route adjustments. After the train safely exits a single track resource at the rear, it immediately initiates a release request, achieving closed-loop management of resources—"apply when needed, release when used"—avoiding the problem of low utilization rates caused by long-term resource occupation, allowing for faster line resource turnover, and effectively improving overall throughput capacity. Simultaneously, it initiates the next stage of resource calculation and requisition process, ensuring the continuity and smoothness of train operation and further optimizing operational efficiency.

[0023] This method eliminates the need for complex and expensive central control equipment. By simplifying the system composition through a distributed architecture, it significantly reduces hardware costs, data center construction costs, and long-term maintenance expenses. Furthermore, it eliminates the bottleneck of a single central hub, achieving fault distribution. The failure of a single device will not affect the operation of the entire line, thus improving system reliability. Combined with precise positioning and resource management logic, it achieves an optimal match between functionality, cost, and performance while retaining complete safety protection functions, perfectly matching the characteristics of light rail with low to medium capacity, flexible operation, and cost sensitivity.

[0024] The following detailed description, with reference to the accompanying drawings, of a train operation control method and device based on autonomous sensing and vehicle-to-vehicle communication provided by the present disclosure through specific embodiments, will be provided in detail.

[0025] Figure 1A flowchart illustrating a train operation control method based on autonomous sensing and vehicle-to-vehicle communication, as provided in an embodiment of this disclosure, is shown. Figure 1 As shown, a train operation control method 100 based on autonomous sensing and vehicle-to-vehicle communication may include the following steps: S110 obtains the train's operation plan and dynamic positioning information throughout the entire journey.

[0026] like Figure 2 As shown, in some embodiments, the distributed operation control system includes an onboard controller, a trackside object controller, a train automatic monitoring system, a data communication system, and a trackside beacon; wherein, The on-board controller is used to perform autonomous control and communication of the train; The trackside object controller is used to manage the allocation and status of track resources; The automatic train monitoring system is used to monitor train operation status and manage train schedules. The data communication system is used to realize data interaction between the on-board controller, the trackside object controller and the train automatic monitoring system. The trackside beacon is used to provide a reference position for the initial positioning of the train and to provide an error correction reference for real-time positioning during train operation.

[0027] In some embodiments, obtaining the train's operation plan and full-journey dynamic positioning information includes: The train automatic monitoring system loads a preset train operation plan and transmits the train operation plan to the onboard controller via a data communication system. When the train is in its initial state, the on-board controller reads information from at least two consecutively set trackside beacons on the track, and calculates the initial positioning information of the train based on the preset position coordinates of the beacons and the reading timestamp. When the train is in operation, the on-board controller periodically reads the trackside beacon information along the line and combines it with the data collected by the train itself to correct the error of the real-time positioning results, forming dynamic positioning information for the entire journey.

[0028] Specifically, the distributed operation control system is built around the operational characteristics of light rail, which include low-capacity traffic, non-fully enclosed right-of-way, and cost sensitivity. Its core comprises five key components: the Vehicle Controller (VOBC), the Trackside Object Controller (TOC), the Automatic Train Monitoring System (ATS), the Data Communication System (DCS), and the Trackside Beacon. These components work together to achieve a distributed control logic of "autonomous train execution, trackside safety arbitration, and central global monitoring." Among these: As the intelligent terminal and resource management initiation core of the system, the on-board controller integrates the resource management module, positioning module and Automatic Train Protection (ATP) module. It is not only responsible for executing the train's autonomous speed control, braking protection and operation status monitoring, but also undertakes the key functions of calculating track resource demand and initiating requisition and release requests. At the same time, it has the ability to communicate in real time with other train on-board controllers and trackside object controllers.

[0029] The trackside object controller is deployed in a distributed manner at centralized stations of various equipment along the line. In view of the segmented management characteristics of light rail lines, it manages the track resources (including track sections, turnouts, signals, etc.) of the corresponding sections by region. Its core function is to receive resource requests from the onboard controller, perform safety verification (including resource conflict detection, interlocking logic verification, and equipment status consistency check), and complete the logical locking and unlocking operations of track resources based on the verification results. At the same time, it drives the trackside signals, turnouts, and other equipment to ensure the safety and effectiveness of track resource allocation.

[0030] The Automatic Train Monitoring System (ATMS) is deployed in the control center. Unlike traditional centralized systems that play a decision-making role, it mainly undertakes the functions of overall monitoring and planning management. Dispatchers can load preset train operation plans (including train number, stop time, route planning, etc.) and receive status data reported by onboard controllers and trackside object controllers in real time. This forms a visual monitoring interface for the dynamic operation of trains along the entire line, the status of trackside equipment, and the occupancy of track resources. It only intervenes in scheduling adjustments in special scenarios (such as equipment failure or sudden passenger flow) and does not interfere with the daily autonomous resource management and operation control of trains.

[0031] The data communication system, acting as the "neural network" for system interconnection, adopts a converged architecture of "wired backbone network + vehicle-to-ground wireless network". The wired backbone network is used to connect the control center (ATS) and the various regional TOCs, ensuring the stability and security of data transmission. The vehicle-to-ground wireless network supports dual-mode communication of 5G and WLAN, meeting the high-frequency, low-latency resource request / authorization data interaction between the onboard controller and the TOC. At the same time, it provides a channel for direct communication between the onboard controllers of adjacent trains, supporting the sharing of dynamic information between trains.

[0032] Trackside beacons are laid along the track at preset intervals (set according to the curvature of the light rail line and the distribution characteristics of stations). Each beacon has a unique identifier and precise latitude and longitude coordinates. This provides a reference for the initial positioning of the train. When the train stops at the platform and is in its initial state, the on-board controller can accurately calculate the position of the front / rear of the train and its direction of travel by reading at least two consecutive beacons on the track and combining the preset position coordinates of the beacons with the reading timestamps. This solves the problem of blind spots in positioning when the train starts. It also provides an error correction reference for real-time positioning during train operation, avoiding positioning deviations caused by the cumulative errors of the train's own speed and acceleration sensors, and ensuring the accuracy of dynamic positioning throughout the entire journey.

[0033] Specifically, firstly, the Automatic Train Monitoring System (ATS) loads a preset train operation plan based on the day's operational needs of the light rail. After internal verification by the control center, the plan is transmitted to the corresponding Trackside Object Controllers (TOCs) via the wired backbone network of the data communication system. The TOCs then forward the plan to the onboard controllers (VOBCs) of the train about to depart via the vehicle-to-ground wireless network, ensuring that the VOBCs accurately obtain the mission objectives for this operation.

[0034] Specifically, when the train is in its initial state (such as when it has stopped at the platform of the originating station), since the train has not moved at this time, its own sensors cannot provide effective positioning data. The on-board controller will activate the positioning module, which reads the information of at least two consecutively set trackside beacons on the track through the beacon reader installed under the train. Based on the precise position coordinates built into the beacons, combined with the distance between the two beacons and the time difference of the reader reading, the precise initial position of the train (including the distance between the front of the train and the end wall of the platform, and the position of the rear of the train corresponding to its own length) and the direction of travel are calculated, thus completing the positioning initialization and avoiding resource allocation deviations caused by positioning ambiguity during subsequent startup.

[0035] Once the train enters operation, the onboard controller periodically (adjusted according to the light rail's operating speed, typically every 1-2 seconds) reads information from trackside beacons along the line. Simultaneously, it combines this information with real-time data collected by the train itself (including speed from speed sensors, acceleration from acceleration sensors, and wheel diameter compensation data from wheel axle counters). Using a Kalman filter algorithm, the controller dynamically corrects the real-time positioning results. For example, when the train is traveling between two beacons, the onboard controller can calculate the real-time position based on initial positioning data and its own sensor data. When the next beacon is read, it immediately uses the beacon's precise coordinates as a reference to correct accumulated errors during the calculation process. This results in dynamic positioning information covering the entire train journey with positioning accuracy meeting safe operation requirements. This provides reliable data support for subsequent phased resource calculations, occupancy assessments, and release decisions. Furthermore, this full-journey dynamic positioning information is periodically reported by the onboard controller to the ATS and the corresponding TOC, ensuring that central monitoring and trackside arbitration can operate based on the latest positioning data.

[0036] S120, based on the operation plan and the dynamic positioning information of the whole journey, autonomously calculates the sequence of track resources to be occupied in the current driving stage in stages, and initiates a resource requisition request for the track resource sequence to the trackside object controller.

[0037] In some embodiments, the step of autonomously calculating the sequence of track resources required for the current travel phase based on the operation plan and the dynamic positioning information throughout the entire journey, and initiating a resource requisition request for the track resource sequence to the trackside object controller includes: Based on the operation plan and the real-time location data in the full-journey dynamic positioning information, the on-board controller dynamically calculates the sequence of track resources to be occupied in the current driving stage, and sends a resource requisition request to the trackside object controller that manages the track resource sequence through the data communication system. After receiving the resource requisition request, the trackside object controller performs a safety check on the requested track resources, including checking resource conflicts, state consistency, and interlocking logic. If the verification passes, the trackside object controller performs a logical locking operation on the track resource sequence and sends a movement authorization command to the vehicle controller through the data communication system. If the verification fails, the rejection information and reason are sent back to the vehicle controller so that the vehicle controller can adjust the resource request strategy based on the real-time location data in the full-journey dynamic positioning information.

[0038] Specifically, firstly, the Vehicle Controller (VOBC), as the active initiator of resource management, combines the received operation plan (including preset routes, stop locations, section speed limits, etc.) with real-time location data from the dynamic positioning information throughout the entire journey (such as the distance between the train head and the current signal and the track section number). Through its built-in resource planning algorithm, it dynamically calculates the sequence of track resources required for the current travel phase in stages. This sequence does not cover the entire journey but is generated according to the short-cycle planning principle of "current section + next section + ... + target platform section" based on the characteristics of light rail with low capacity and short station spacing.

[0039] For example, when a train is traveling in a section and is 1 kilometer away from the next station, VOBC will determine the current section (such as 2G) based on real-time positioning. Combined with the station entry path preset in the operation plan, it will calculate the sequence of subsequent resources that need to be occupied as "end of section 2G - turnout DC1 - platform section 3G". At the same time, it will mark the priority of each resource and the expected usage time to avoid resource idleness and waste due to long-term planning.

[0040] After determining the resource sequence, VOBC will send a resource requisition request to the trackside object controller (TOC) that manages the resource sequence through the vehicle-to-ground wireless network of the data communication system (DCS). The request information not only includes the target resource sequence number, but also auxiliary data such as the train's real-time speed, the estimated time to arrive at each resource node, and the train length, providing a complete basis for TOC safety verification.

[0041] Specifically, upon receiving a resource requisition request, the Trackside Object Controller (TOC) immediately activates a safety verification mechanism. This mechanism is designed to address potential external interference (such as pedestrian intrusion at level crossings or temporary construction areas) and internal resource conflict risks that may exist in the light rail's non-fully enclosed right-of-way. First, the built-in resource status database checks whether the track resources requested are idle. If a resource has been locked by another train, it further checks whether there is a time difference conflict between the expected release time of the train and the arrival time of the currently requesting train.

[0042] Next, a state consistency check is performed, comparing the actual feedback state of trackside equipment (such as turnouts and signals) with the preset equipment state in the resource sequence. For example, if the resource sequence includes turnout DC1 which needs to be in a positioning state, TOC will read the turnout sensor data in real time to confirm that its actual position matches the preset requirements.

[0043] Finally, the interlocking logic is checked. Based on the signal interlocking rules of the light rail line, it is verified whether the current resource sequence occupancy will cause interlocking conflicts with other paths, such as whether there is a situation where opposing routes are occupied at the same time.

[0044] Specifically, if all three checks pass, the TOC will perform a logical locking operation on the track resource sequence, that is, mark the resource as "occupied" at the system level to prevent other trains from making duplicate requests. At the same time, it will drive the trackside equipment involved in the resource sequence to perform actions (such as switching turnout DC1 to positioning and locking, and opening the station entry signal). After the equipment completes its actions and sends back a "ready" signal, the TOC will send a movement authorization command to the requesting VOBC through the data communication system. The command will clearly indicate the boundary range of the authorized resource, the maximum permissible speed, the safety protection distance and other key parameters.

[0045] Specifically, if any step in the verification process fails, the TOC will send a rejection message to the VOBC, detailing the reason for the rejection (e.g., "DC1 turnout is locked due to a fault" or "section 2G is occupied by train A"). At this point, the VOBC will adjust its resource request strategy based on the real-time location data in the dynamic positioning information throughout the entire journey. If the rejection is due to temporary resource occupation, the VOBC will calculate the distance from the current location to the temporary waiting point, control the train to decelerate to a safe waiting speed, and wait for the resource to be released. If the rejection is due to equipment failure, the VOBC will automatically retrieve the backup path (if any) from the operation plan, recalculate the new track resource sequence, and initiate a second request. At the same time, the fault information will be synchronously reported to the Automatic Train Monitoring System (ATS) to ensure that the dispatch center can promptly grasp the abnormal situation and ensure the continuity and safety of light rail operation.

[0046] S130, receive a movement authorization from the trackside object controller, and control the train to run within the authorized sequence of track resources based on the authorization.

[0047] In some embodiments, receiving a movement authorization from the trackside object controller and controlling the train to operate within the authorized sequence of track resources based on that authorization includes: Based on the operation plan and the real-time location data in the full-journey dynamic positioning information, the on-board controller controls the train to travel within the track resource sequence at a preset speed, and simultaneously reports the train's real-time location, operating speed, and equipment status to the train automatic monitoring system through the data communication system. The trackside object controller synchronously reports the status of trackside equipment and the current track resource occupancy status within its jurisdiction to the automatic train monitoring system via the data communication system.

[0048] Specifically, when the Vehicle Controller (VOBC) receives the movement authorization command issued by the Trackside Object Controller (TOC) through the vehicle-to-ground wireless network of the Data Communication System (DCS), it first verifies the completeness and validity of the authorization information. It confirms whether the parameters such as the authorized track resource sequence boundary, maximum permissible speed, and safe protection distance in the command are consistent with its own calculated resource requirements. If there is a parameter deviation, it will immediately send a secondary confirmation request to the TOC to avoid operational risks caused by command transmission errors.

[0049] Specifically, after verification, VOBC will integrate the movement authorization parameters with the real-time location data in the operation plan and full-journey dynamic positioning information. Through the built-in speed curve generation algorithm, combined with the actual road conditions of the light rail line (such as section gradient, curve curvature, and level crossing location), it will generate a refined target speed curve. For example, in sections near level crossings, the target speed will be automatically reduced to below the safety threshold. Before entering the station, the deceleration gradient will be dynamically adjusted according to the real-time location and the distance to the platform to ensure that the train stops smoothly. At the same time, the Train Management System (TMS) will output control commands to the train traction and braking system to drive the train to travel within the authorized track resource sequence at a preset speed.

[0050] Specifically, during train operation, VOBC continuously activates the Automatic Train Protection (ATP) function. Based on real-time position data from the dynamic positioning information throughout the journey and instantaneous speed collected by speed sensors, it compares the deviation between the current speed and the target speed curve in real time. If speeding occurs (such as abnormal speed increase due to a slope) or approaching the authorized resource boundary, it will immediately trigger graded braking protection. First, it will alert the driver to intervene. If the driver does not respond in time, it will automatically apply emergency braking to prevent the train from exceeding the authorized resource range or breaking the safe speed limit. At the same time, VOBC will upload the train's real-time position, running speed, traction and braking status, and key equipment conditions (such as ATP module status, communication link quality, and braking system pressure) to the Automatic Train Monitoring System (ATS) through the DCS's vehicle-to-ground wireless network according to a preset cycle. The uploaded data will also include a timestamp and a data integrity check code to ensure that the information received by the ATS is true and valid.

[0051] Meanwhile, the Trackside Object Controller (TOC) also performs status reporting. It collects operational data of trackside equipment within its jurisdiction in real time, including the actual position and locking status of turnouts, the light display status of signals, the occupancy / vacancy detection results of track sections, and the list of authorized track resources for the current stage (including the occupying train number and the authorization start / end time). It then performs logical integration and anomaly judgment on this data. For example, if a turnout corresponding to an authorized resource is detected to suddenly deviate in position, it will be immediately marked as "equipment anomaly" and reported with priority. Subsequently, the TOC transmits the integrated trackside equipment status and track resource occupancy status to the ATS through the wired backbone network of the DCS, and the reporting frequency is synchronized with the VOBC to ensure that the ATS can match the train dynamics with the trackside status in time and space.

[0052] Specifically, after receiving dual data from VOBC and TOC, ATS will update the train's running trajectory, track resource location, and trackside equipment status in real time on the monitoring interface, forming a three-in-one visualized monitoring screen of "train-resource-equipment". Dispatchers can intuitively grasp the overall operational dynamics. If abnormal situations such as train deviating from authorized resources or trackside equipment failure occur, ATS will immediately trigger an audible and visual alarm and display the abnormal location and cause, providing accurate basis for dispatchers to intervene and handle the situation. This not only ensures the safety and efficiency of trains operating autonomously within authorized resources, but also realizes the center's effective supervision of the distributed system through full-link status reporting, which meets the light rail's requirement of "flexible operation and safe controllability".

[0053] S140: After the rear of the train safely leaves any single track resource in the track resource sequence, a resource release request for that single track resource is actively initiated to the trackside object controller.

[0054] In some embodiments, the step of actively initiating a resource release request for that single track resource to the trackside object controller after the tail of the train has safely left any single track resource in the track resource sequence includes: When the rear of the train has completely left any single track resource in the current track resource sequence, the on-board controller automatically determines that the train has safely left the single track resource based on the full-journey dynamic positioning information, generates a resource release request for the single track resource, and sends it to the corresponding trackside object controller through the data communication system. After receiving the resource release request, the trackside object controller verifies whether the train has completely left the single track resource by combining the status information fed back by the trackside equipment. If the verification is successful, the trackside object controller will perform an unlocking operation on the single track resource and report the track resource status update information to the automatic train monitoring system through the data communication system.

[0055] Specifically, during the authorized travel of the train within the track resource sequence, the Vehicle Controller (VOBC) continuously calculates the positional relationship between the head and tail of the train relative to each individual track resource (such as track sections and turnout protection sections) based on the full-journey dynamic positioning information (integrating real-time position after trackside beacon correction, train length parameters, and speed data). For example, when the train reaches the boundary between section 1G and 2G, the VOBC determines whether the tail of the train has completely crossed the end boundary of section 1G based on real-time positioning data (by comparing the coordinates of the tail of the train with the preset coordinates of the end of section 1G). At the same time, combined with the status feedback of the train braking system, it automatically determines that the train has safely left the individual track resource (section 1G), avoiding premature release of resources due to positioning errors or equipment malfunctions.

[0056] At this point, VOBC will immediately generate a resource release request for that single track resource. The request information includes the train number, the resource number that has been detached, the detachment timestamp, and the train's current real-time location (for TOC auxiliary verification). It will be sent first to the trackside object controller (TOC) that manages the resource via the vehicle-to-ground wireless network of the data communication system (DCS). If communication is temporarily interrupted, VOBC will initiate a retransmission mechanism to ensure that the request information is not lost.

[0057] Specifically, after receiving a resource release request, the Trackside Object Controller (TOC) does not directly perform the unlocking operation. Instead, it initiates a dual confirmation mechanism of "onboard judgment + trackside verification" to address potential positioning deviations or external interference that may occur under the non-fully enclosed right-of-way of the light rail. The TOC first retrieves the status information fed back by the trackside equipment within its jurisdiction, including the detection results of the track circuit or axle counting equipment for the corresponding individual track resource (if it is in an idle state, it initially indicates that no train is occupying it), the beacon reading records at the resource boundary (if a subsequent train approaches, it can help confirm whether the current resource has been vacated), and the current position and locking status of the switches (if the resource includes switches).

[0058] Subsequently, TOC will perform spatiotemporal matching between the train departure timestamp and current real-time position reported by the onboard controller and the resource vacancy detection time collected by the trackside equipment. For example, if VOBC reports that the rear of the train departs from section 1G at time T1, and the trackside axle counter detects that section 1G has become vacant at time T1+1s, and the time difference is within a preset threshold (set to 2-3s based on the light rail operating speed), then the verification is considered successful. If the detection results of the trackside equipment are found to be inconsistent with the onboard feedback during the verification process (e.g., VOBC claims that the train has departed, but the track circuit still shows that it is occupied), TOC will immediately send a verification challenge command to VOBC, requiring it to re-report the real-time position and positioning basis of the train, and at the same time start the trackside equipment fault self-check to rule out misjudgment caused by equipment failure; if it is confirmed that the onboard positioning is incorrect, VOBC will correct the positioning results based on the latest trackside beacon data and re-determine whether the train has safely departed from the resource.

[0059] Specifically, once verification is successful, the TOC will perform a logical unlocking operation on the individual track resource, marking it as "idle and available" in the resource status database. Simultaneously, it will remove the locking restrictions on associated trackside equipment (such as signals and switches) – for example, if the resource is a switch protection section, the switches can be repositioned according to subsequent train requests after unlocking. After unlocking, the TOC will generate track resource status update information, including the unlocked resource number, unlocking time, current resource status (idle), and governing TOC number. This information will be reported in real-time to the Automatic Train Control System (ATS) via the DCS's wired backbone network. Upon receiving this information, the ATS will immediately update the status display of the corresponding track resource on the global monitoring interface (e.g., switching from "red occupied" to "green idle"), and simultaneously synchronize the update information to relevant TOCs along the line, ensuring that other trains can obtain the latest status when requesting the resource, thus avoiding resource conflicts. The entire process not only enables rapid initiation of resource release through onboard proactive judgment, but also ensures operational safety through trackside verification. Furthermore, it enables the center to monitor resource dynamics in real time through status reporting, perfectly adapting to the operational characteristics of light rail with low to medium capacity and high resource turnover requirements, and effectively improving the utilization efficiency of line resources.

[0060] S150, simultaneously, based on the operation plan and the latest position in the full-journey dynamic positioning information, the next stage of track resource calculation and requisition process is initiated.

[0061] In some embodiments, the method further includes: The on-board controllers of adjacent trains establish a direct communication connection through the data communication system to share their respective full-journey dynamic positioning information, running speed, and current stage resource usage intention in real time; When the safe distance between adjacent trains is less than a preset threshold, the on-board controllers of the adjacent trains, based on shared dynamic positioning information and the reference position provided by trackside beacons, directly exchange commands for deceleration, stopping, or path adjustment through the data communication system to achieve cooperative collision avoidance.

[0062] Specifically, once the Vehicle Controller (VOBC) initiates a release request for a single track resource, it does not wait for unlocking confirmation from the Trackside Object Controller (TOC). Instead, it immediately uses the latest location data from the full-journey dynamic positioning information, combined with the preset next-stage travel target in the operation plan, to initiate the calculation process for the next stage track resource sequence. VOBC uses its built-in resource planning algorithm to comprehensively analyze the track layout between the latest location and the next target point (including key nodes such as switches, signals, and level crossings), while also referring to the currently known dynamic resource occupancy across the entire line. It prioritizes selecting track resource sequences with no conflict risk and suitable for the train's current operating speed. For example, if the operation plan shows that the train needs to stop at the next station via a siding, VOBC will calculate the resource sequence to be occupied based on the latest location: "End of current section - Switch DC2 - Siding platform section 4G", and mark the expected occupancy time and priority of each resource. After completing the resource sequence calculation, VOBC will initiate a resource requisition request to the TOC that manages the next phase of the resource sequence through the vehicle-to-ground wireless network of the data communication system (DCS). In addition to the target resource sequence number, the latest position of the train, and the estimated arrival time, the request information will also include the resource release progress of the current phase (such as "1G release request for section has been initiated, and it is expected to be unlocked in T+5s"), so that the TOC can predict the resource turnover situation in advance and improve the efficiency of verification and authorization.

[0063] Specifically, if the TOC verifies the resources for the next stage, it will quickly complete the logical locking and issue a movement authorization, ensuring that the train can immediately enter the authorized resources for the next stage after leaving the current resource. If there is a conflict in the verification (if the resources for the next stage have been temporarily occupied by other trains), the TOC will provide information on the conflicting resources and the estimated release time. The VOBC will then dynamically adjust the resource application strategy based on the latest location data, such as calculating the location of the temporary waiting point, controlling the train to travel at a low speed to the waiting point, and re-initiating the application after the resources are released, thus ensuring operational continuity.

[0064] Specifically, the VOBCs of adjacent trains will establish a dedicated direct communication link through the vehicle-to-ground wireless network of the data communication system (DCS). This link uses 5G technology to ensure low latency and high reliability, and supports the real-time sharing of key information between trains according to a preset period. In addition to dynamic positioning information and operating speed throughout the journey, the shared content also includes the current stage of resource occupancy intention and equipment health status. This information will be stored in the local cache of the receiving VOBC in real time and integrated with its own data for analysis to form a dynamic prediction of the operating status of adjacent trains.

[0065] Specifically, when fusion analysis reveals that the safe distance between adjacent trains is less than a preset threshold, both VOBCs will immediately initiate cooperative collision avoidance logic: First, using the reference position provided by the trackside beacon (such as the most recently jointly read beacon coordinates) as a reference, they will calibrate their respective positioning data to eliminate misjudgments caused by positioning errors; then, based on shared operating speed and braking capacity data, they will calculate the optimal collision avoidance scheme through a built-in collision avoidance algorithm—if the following train's speed is higher than the preceding train's and the safe distance is insufficient, the following train's VOBC will prioritize generating a deceleration command and simultaneously send an interactive command to the preceding train's VOBC to "request to maintain the current speed"; if a sudden obstacle appears ahead, causing the preceding train to need to stop urgently, the preceding train's VOBC will immediately send an interactive command to the preceding train's VOBC. All adjacent trains behind send an "emergency stop warning" command, along with their current location and the reason for stopping. Upon receiving the command, the VOBC of the following train will automatically trigger emergency braking and adjust the braking intensity according to the distance to avoid a rear-end collision. If adjacent trains are in a merging or lane-changing scenario, the VOBCs of both trains will negotiate priority passage through command interaction. For example, the train on the main line will maintain its original speed, while the train on the branch line will slow down and wait. The train on the main line will then initiate a lane change after passing the train on the main line. The entire collision avoidance process does not rely on central control or TOC intervention and is completed autonomously and collaboratively by the VOBCs of adjacent trains. This significantly shortens the response time, effectively addresses sudden safety risks in the dynamic operation environment of light rail, and ensures that operational efficiency is not excessively affected.

[0066] According to the embodiments of this disclosure, the following technical effects are achieved: (1) Significant economic benefits: Distributed architecture eliminates expensive central control equipment, significantly reducing hardware costs, computer room area and long-term maintenance costs.

[0067] (2) Excellent operational flexibility: Trains can apply for resources independently with very low decision-making delays, and can quickly respond to dynamic needs such as temporary train additions and plan adjustments.

[0068] (3) Higher system reliability: There is no single central bottleneck, and the faults are distributed. The failure of a single device does not affect the operation of the entire line.

[0069] (4) Uncompromising security: It retains the complete ATP protection function and combines precise positioning and distributed interlocking checks to form a deep security protection system.

[0070] (5) Precise scene adaptability: By tailoring the complex system (PB-TACS) to eliminate redundancy, the optimal match with the light rail requirements is achieved.

[0071] (6) High efficiency of resource utilization: The mechanism of "applying for use and releasing when used up" enables faster turnover of line resources and improves overall throughput capacity.

[0072] (7) Good scalability and maintainability: modular design, clear responsibilities, and easy line extension, function upgrade and fault location.

[0073] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this disclosure is not limited to the described order of actions, because according to this disclosure, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are all optional embodiments, and the actions and modules involved are not necessarily essential to this disclosure.

[0074] The above is an introduction to the method embodiments. The following describes the solution described in this disclosure further through device embodiments.

[0075] Figure 3 A structural diagram of a train operation control device based on autonomous sensing and vehicle-to-vehicle communication, as provided in an embodiment of this disclosure, is shown. Figure 3 As shown, a train operation control device 300 based on autonomous sensing and vehicle-to-vehicle communication may include: The initial positioning module 310 is used to acquire the train's operation plan and dynamic positioning information throughout the entire journey.

[0076] The autonomous resource application module 320 is used to autonomously calculate the sequence of track resources required for the current travel phase based on the operation plan and the dynamic positioning information of the entire journey, and to initiate a resource requisition request for the track resource sequence to the trackside object controller.

[0077] The train operation module 330 is used to receive movement authorization from the trackside object controller and control the train to run within the authorized track resource sequence according to the authorization.

[0078] The autonomous resource release module 340 is used to proactively initiate a resource release request for any single track resource in the track resource sequence after the tail of the train has safely left the track resource sequence.

[0079] The cyclic requisition module 350 is used to initiate the calculation and requisition process of the next stage of track resources based on the latest position in the operation plan and the dynamic positioning information of the whole journey.

[0080] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working process of the described module can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0081] The acquisition, storage, and application of user personal information involved in the technical solution disclosed herein comply with the provisions of relevant laws and regulations and do not violate public order and good morals.

[0082] According to embodiments of this disclosure, this disclosure also provides an electronic device, a readable storage medium, and a computer program product.

[0083] Figure 4 A schematic block diagram of an electronic device 400 that can be used to implement embodiments of the present disclosure is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device may also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the present disclosure described and / or claimed herein.

[0084] Electronic device 400 includes a computing unit 401, which can perform various appropriate actions and processes according to a computer program stored in ROM 402 or a computer program loaded into RAM 403 from storage unit 408. RAM 403 can also store various programs and data required for the operation of electronic device 400. The computing unit 401, ROM 402, and RAM 403 are interconnected via bus 404. I / O interface 405 is also connected to bus 404.

[0085] Multiple components in electronic device 400 are connected to I / O interface 405, including: input unit 406, such as keyboard, mouse, etc.; output unit 407, such as various types of displays, speakers, etc.; storage unit 408, such as disk, optical disk, etc.; and communication unit 409, such as network card, modem, wireless transceiver, etc. Communication unit 409 allows electronic device 400 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0086] The computing unit 401 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of the computing unit 401 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. The computing unit 401 performs the various methods and processes described above, such as method 100. For example, in some embodiments, method 100 may be implemented as a computer software program tangibly contained in a machine-readable medium, such as storage unit 408. In some embodiments, part or all of the computer program may be loaded and / or installed on the electronic device 400 via ROM 402 and / or communication unit 409. When the computer program is loaded into RAM 403 and executed by the computing unit 401, one or more steps of method 100 described above may be performed. Alternatively, in other embodiments, the computing unit 401 may be configured to perform method 100 by any other suitable means (e.g., by means of firmware).

[0087] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0088] The program code used to implement the methods of this disclosure may be written in any combination of one or more programming languages. This program code may be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing apparatus, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code may be executed entirely on a machine, partially on a machine, as a standalone software package partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0089] In the context of this disclosure, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium can be, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0090] To provide interaction with a user, the systems and techniques described herein can be implemented on a computer having: a display device for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the computer. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including voice input, speech input, or tactile input).

[0091] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as a data server), or computing systems that include middleware components (e.g., an application server), or computing systems that include frontend components (e.g., a user computer with a graphical user interface or web browser through which a user can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., a communication network). Examples of communication networks include local area networks (LANs), wide area networks (WANs), and the Internet.

[0092] Computer systems can include clients and servers. Clients and servers are generally located far apart and typically interact via communication networks. Client-server relationships are created by computer programs running on the respective computers and having a client-server relationship with each other. Servers can be cloud servers, servers in distributed systems, or servers incorporating blockchain technology.

[0093] It should be understood that the various forms of processes shown above can be used to rearrange, add, or delete steps. For example, the steps described in this disclosure can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this disclosure can be achieved, and this is not limited herein.

[0094] The specific embodiments described above do not constitute a limitation on the scope of protection of this disclosure. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this disclosure should be included within the scope of protection of this disclosure.

Claims

1. A train operation control method based on autonomous sensing and vehicle-to-vehicle communication, applied to a distributed operation control system, characterized in that, include: Obtain the train's operation plan and dynamic positioning information throughout its journey; Based on the operation plan and the dynamic positioning information of the whole journey, the system autonomously calculates the sequence of track resources to be occupied in the current driving stage in stages, and initiates a resource requisition request for the track resource sequence to the trackside object controller. Receive movement authorization from the trackside object controller and control the train to run within the authorized sequence of track resources based on the authorization; Once the rear of the train has safely left any single track resource in the track resource sequence, it actively initiates a resource release request for that single track resource to the trackside object controller. Simultaneously, based on the operation plan and the latest location in the full-journey dynamic positioning information, the next stage of track resource calculation and requisition process is initiated.

2. The method according to claim 1, characterized in that, The distributed operation control system includes an onboard controller, a trackside object controller, a train automatic monitoring system, a data communication system, and trackside beacons; among which... The on-board controller is used to perform autonomous control and communication of the train; The trackside object controller is used to manage the allocation and status of track resources; The automatic train monitoring system is used to monitor train operation status and manage train schedules. The data communication system is used to realize data interaction between the on-board controller, the trackside object controller and the train automatic monitoring system. The trackside beacon is used to provide a reference position for the initial positioning of the train and to provide an error correction reference for real-time positioning during train operation.

3. The method according to claim 2, characterized in that, The acquisition of the train's operation plan and full-journey dynamic positioning information includes: The train automatic monitoring system loads a preset train operation plan and transmits the train operation plan to the onboard controller via a data communication system. When the train is in its initial state, the on-board controller reads information from at least two consecutively set trackside beacons on the track, and calculates the initial positioning information of the train based on the preset position coordinates of the beacons and the reading timestamp. When the train is in operation, the on-board controller periodically reads the trackside beacon information along the line and combines it with the data collected by the train itself to correct the error of the real-time positioning results, forming dynamic positioning information for the entire journey.

4. The method according to claim 3, characterized in that, The step of autonomously calculating the sequence of track resources required for the current travel phase based on the operation plan and full-journey dynamic positioning information, and initiating a resource requisition request for the track resource sequence to the trackside object controller includes: Based on the operation plan and the real-time location data in the full-journey dynamic positioning information, the on-board controller dynamically calculates the sequence of track resources to be occupied in the current driving stage, and sends a resource requisition request to the trackside object controller that manages the track resource sequence through the data communication system. After receiving the resource requisition request, the trackside object controller performs a safety check on the requested track resources, including checking resource conflicts, state consistency, and interlocking logic. If the verification passes, the trackside object controller performs a logical locking operation on the track resource sequence and sends a movement authorization command to the vehicle controller through the data communication system. If the verification fails, the rejection information and reason are sent back to the vehicle controller so that the vehicle controller can adjust the resource request strategy based on the real-time location data in the full-journey dynamic positioning information.

5. The method according to claim 4, characterized in that, Receiving a movement authorization from the trackside object controller and controlling the train to operate within the authorized sequence of track resources based on that authorization includes: Based on the operation plan and the real-time location data in the full-journey dynamic positioning information, the on-board controller controls the train to travel within the track resource sequence at a preset speed, and simultaneously reports the train's real-time location, operating speed, and equipment status to the train automatic monitoring system through the data communication system. The trackside object controller synchronously reports the status of trackside equipment and the current track resource occupancy status within its jurisdiction to the automatic train monitoring system via the data communication system.

6. The method according to claim 5, characterized in that, The step of actively initiating a resource release request for that single track resource to the trackside object controller after the tail of the train has safely left any single track resource in the track resource sequence includes: When the rear of the train has completely left any single track resource in the current track resource sequence, the on-board controller automatically determines that the train has safely left the single track resource based on the full-journey dynamic positioning information, generates a resource release request for the single track resource, and sends it to the corresponding trackside object controller through the data communication system. After receiving the resource release request, the trackside object controller verifies whether the train has completely left the single track resource by combining the status information fed back by the trackside equipment. If the verification is successful, the trackside object controller will perform an unlocking operation on the single track resource and report the track resource status update information to the automatic train monitoring system through the data communication system.

7. The method according to claim 2, characterized in that, The method further includes: The on-board controllers of adjacent trains establish a direct communication connection through the data communication system to share their respective full-journey dynamic positioning information, running speed, and current stage resource usage intention in real time; When the safe distance between adjacent trains is less than a preset threshold, the on-board controllers of the adjacent trains, based on shared dynamic positioning information and the reference position provided by trackside beacons, directly exchange commands for deceleration, stopping, or path adjustment through the data communication system to achieve cooperative collision avoidance.

8. A train operation control device based on autonomous sensing and vehicle-to-vehicle communication, characterized in that, include: The initial positioning module is used to acquire the train's operation plan and dynamic positioning information throughout the entire journey; The autonomous resource application module is used to autonomously calculate the sequence of track resources required for the current travel phase based on the operation plan and the dynamic positioning information of the entire journey, and to initiate a resource requisition request for the track resource sequence to the trackside object controller. The train operation module is used to receive movement authorization from the trackside object controller and control the train to run within the authorized track resource sequence according to the authorization; The autonomous resource release module is used to proactively initiate a resource release request for any single track resource in the track resource sequence after the tail of the train has safely left the track resource sequence. The cyclic requisition module is used to initiate the calculation and requisition process of the next stage of track resources based on the latest position in the operation plan and the dynamic positioning information of the entire journey.

9. An electronic device, characterized in that, include: At least one processor; as well as A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to enable the at least one processor to perform the method described in any one of claims 1-7.

10. A non-transitory computer-readable storage medium storing computer instructions, characterized in that, The computer instructions are used to cause the computer to perform the method according to any one of claims 1 to 7.

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