Train control method and device, storage medium and electronic equipment

Abstract

The application discloses a train control method and device, a storage medium and an electronic device. The method comprises the following steps: receiving the block section state information and the continuous occupation judgment information sent by a train control center; constructing a mixed train position map according to the block section state information, the continuous occupation judgment information and the communication train position information; judging whether there is a non-communication train in the track section in front of the target communication train in the mixed train position map; if the judgment result is that there is no non-communication train, receiving the redundant train operation permission message sent by the train control center for the target communication train, and forwarding the redundant train operation permission message to the on-board equipment of the target communication train. The application integrates the block section state, the continuous occupation judgment and the communication train position information, constructs a mixed train position map to distinguish the track occupation subject, judges that there is no non-communication train in front of the target communication train, forwards the redundant permission, and avoids the permission misissuing caused by the unknown position of the non-communication train.

Description

Technical Field

[0001] This application relates to the field of train control technology, and in particular to a train control method, device, storage medium and electronic equipment. Background Technology

[0002] In existing train control methods, the train control center monitors the occupancy or vacancy status of each block section within the track section and sends the block section status information to the temporary speed limit server. At the same time, the temporary speed limit server obtains the location information of the communicating train through periodic interaction, and then performs train control based on the block section status information and the communicating train location information.

[0003] However, for non-communication trains, the temporary speed limit server lacks a direct interaction mechanism with them, and can only indirectly detect their presence through the occupancy status feedback from the track circuit. This deficiency is particularly prominent on lines where communication and non-communication trains coexist, causing the temporary speed limit server to be unable to distinguish the main type of track circuit occupancy. For example, when a non-communication freight car occupies two adjacent block sections due to overloading, the temporary speed limit server can only detect the double-section occupancy status, but cannot determine whether the occupancy is caused by the normal movement of the freight car or by a fault in the track circuit itself. Consequently, in scenarios where a fault occurs in a track section, the temporary speed limit server is prone to misjudging the normal occupancy of a non-communication train as an invalid occupancy unrelated to the current fault, failing to incorporate it into the core considerations of safety decisions, and ultimately leading to the erroneous issuance of redundant train operation permits. Summary of the Invention

[0004] In view of the above problems, this application provides a train control method, device, storage medium and electronic device.

[0005] To solve the above-mentioned technical problems, this application proposes the following solution:

[0006] In a first aspect, this application provides a train control method, the method comprising: receiving block section status information and continuous occupancy determination information sent by a train control center, wherein the block section status information includes the occupancy or vacancy status of each block section in the track section, and the continuous occupancy determination information is used to indicate whether the continuous occupancy of the block sections is caused by the same train; constructing a hybrid train position map based on the block section status information, the continuous occupancy determination information and the communication train position information, wherein the train position information is the train position information obtained by a temporary speed limit server through periodic interaction with the train, including communication train position information and non-communication train position information; determining whether there is a non-communication train in the hybrid train position map in the track section ahead of the expected operation of the target communication train; if the determination result is that there is no non-communication train, receiving a redundant train operation permission message for the target communication train sent by the train control center, and forwarding the redundant train operation permission message to the on-board equipment of the target communication train.

[0007] Secondly, this application provides a train control device, which includes:

[0008] The receiving module is used to receive the block section status information and continuous occupancy determination information sent by the train control center. The block section status information includes the occupancy or idle status of each block section in the track section, and the continuous occupancy determination information is used to indicate whether the continuous occupancy of the block section is caused by the same train.

[0009] The construction module is used to construct a hybrid train position map based on the block section status information, continuous occupancy determination information, and communication train position information. The train position information is the train position information obtained by the temporary speed limit server through periodic interaction with the train, including communication train position information and non-communication train position information.

[0010] The judgment module is used to determine whether there are non-communication trains in the mixed train position map within the track section ahead of the expected operation of the target communication train;

[0011] The control module is used to receive the redundant train operation permission message for the target communication train sent by the train control center if the judgment result is that it does not exist, and forward the redundant train operation permission message to the on-board equipment of the target communication train.

[0012] To achieve the above objectives, according to a third aspect of this application, a storage medium is provided, the storage medium including a stored program, wherein, when the program is executed, the device where the storage medium is located is controlled to perform the train control method of the first aspect described above.

[0013] To achieve the above objectives, according to a fourth aspect of this application, an electronic device is provided, the device including at least one processor, and at least one memory and bus connected to the processor; wherein the processor and memory communicate with each other through the bus; the processor is used to call program instructions in the memory to execute the train control method of the first aspect described above.

[0014] By employing the above-described technical solution, the technical solution provided in this application has at least the following advantages:

[0015] This application integrates the block section status information and continuous occupancy determination information sent by the train control center with the communication train position information obtained through periodic interactions to construct a hybrid train position map that fully presents the real-time position distribution of communication and non-communication trains within the track section. This map can clearly distinguish whether the track circuit occupancy is due to a communication train, a non-communication train, or equipment failure. Based on this, the temporary speed limit server determines whether there are any non-communication trains in the track section ahead of the target communication train. This determination is a safety risk screening based on the overall position distribution of all trains within the track section, rather than a single section status judgment. Only when it is confirmed that there is no risk of non-communication train occupancy ahead will the temporary speed limit server receive the redundant train operation permission message sent by the train control center and forward it to the onboard equipment. This application ensures from the decision-making source that the forwarding of redundant train operation permission is only executed in scenarios without safety hazards, completely avoiding the mis-issuance of permission due to unclear non-communication train positions or confusion of track circuit occupancy subjects.

[0016] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0017] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0018] Figure 1 A schematic flowchart of a train control method provided in an embodiment of this application is shown;

[0019] Figure 2 A flowchart illustrating another train control method provided in an embodiment of this application is shown;

[0020] Figure 3 A schematic diagram of a train control system provided in an embodiment of this application is shown;

[0021] Figure 4 This paper shows a schematic diagram of the structure of a train control device provided in an embodiment of this application;

[0022] Figure 5 A schematic diagram of the structure of an electronic device provided in an embodiment of this application is shown. Detailed Implementation

[0023] Exemplary embodiments of the present application will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this application will be thorough and complete, and will fully convey the scope of the present application to those skilled in the art.

[0024] In the embodiments of this application, the terms "first," "second," etc., do not have a logical or temporal dependency, nor do they limit the quantity or execution order. It should also be understood that although the following description uses the terms "first," "second," etc., to describe various elements, these elements should not be limited by the terms. These terms are merely used to distinguish one element from another.

[0025] In this application, the term "at least one" means one or more, and the term "multiple" means two or more.

[0026] It should also be understood that the term “if” can be interpreted as “when” or “upon”, or “in response to determination” or “in response to detection”. Similarly, depending on the context, the phrase “if determination…” or “if detection [the stated condition or event]” can be interpreted as “when determination…” or “in response to determination…” or “when detection [the stated condition or event]” or “in response to detection [the stated condition or event]”.

[0027] The train control center monitors the occupancy and vacancy status of each block section within the track section in real time and transmits the collected block section status information to the temporary speed limit server. The temporary speed limit server establishes a periodic interactive link with the communicating train to obtain its real-time location data. Subsequently, it performs matching analysis based on this location data and the occupancy status in the block section status information to determine the specific block section corresponding to each communicating train, providing accurate data support for train control decisions.

[0028] However, for non-communication trains, the temporary speed limit server lacks the ability to directly interact with them. It can only indirectly sense their presence by relying on occupancy signals fed back from the track circuits. It cannot use the positioning logic of communication trains to construct a precise mapping between non-communication trains and specific block sections, establishing a single-train-to-single or single-train-to-multiple-block correspondence. It cannot determine whether a non-communication train occupies only a single block section or multiple adjacent block sections consecutively, nor can it identify whether occupancy signals from different block sections originate from the same non-communication train. This limitation is particularly pronounced on tracks where communication and non-communication trains coexist, directly causing the temporary speed limit server to be unable to distinguish the primary attribute of the track circuit occupancy status. For example, when a non-communication freight car occupies two adjacent block sections due to overloading, the temporary speed limit server can only capture the double-block occupancy status but cannot distinguish whether the occupancy is caused by the freight car's normal operation or a track circuit malfunction. Furthermore, in the event of a fault in the track section, the temporary speed limit server often misjudges the normal occupancy status of non-communication trains as an invalid signal unrelated to the current fault, and fails to include the occupancy status in the core assessment scope of safety decision-making, ultimately resulting in the false issuance of redundant train operation permits.

[0029] In view of this, this application provides a train control method, which will be described in detail below with reference to the accompanying drawings. Figure 1 This is a flowchart illustrating a train control method provided in this application. It specifically includes the following steps:

[0030] Step 110: Receive the block section status information and continuous occupancy determination information sent by the train control center.

[0031] The Train Control Center (TCC), as the core equipment for train operation control within a track section, monitors the status of each block section in real time using ground signaling devices such as track circuits and axle counters. When a ground signaling device detects a train entering a block section, it generates occupancy status information for that block section due to the train's short-circuiting effect on the track circuit or the axle counter counting the train's axles. Once the train has completely left the block section, the track circuit resumes operation, or the axle count matches the train's exit logic, and the corresponding block section becomes idle. The TCC summarizes the occupancy and idle status of all block sections within the track section at a preset period (e.g., every 200 milliseconds) to form block section status information.

[0032] Meanwhile, the train control center performs correlation analysis on block sections that are continuously occupied to determine whether these consecutively occupied block sections are caused by the same train. Specifically, the train control center considers factors such as the train's preset running direction, the order in which each block section is occupied, and the matching relationship between the train length and the block section length. For example, if block section B is occupied first, and block section C is also occupied within the preset train passage time range, and the total occupation time of block sections B and C matches the number of block sections required for a certain train length, the train control center will generate continuous occupancy determination information, indicating that block sections B and C are continuously occupied by the same train. If the consecutively occupied block sections cannot correspond to the same train's operation in terms of time interval or logical relationship—for example, if the time interval far exceeds the normal train travel time, or the number of occupied block sections does not match the known train length—the continuous occupancy determination information will indicate that these block sections are not caused by the same train.

[0033] The Temporary Speed ​​Restriction Server (TSRS) receives block section status information and continuous occupancy determination information periodically sent by the train control center through a secure communication link. It uses this information as the basic data source for subsequently constructing a hybrid train location map and determining the distribution of trains ahead of the target communication train.

[0034] Step 120: Construct a hybrid train position map based on the block section status information, continuous occupancy determination information, and communication train position information.

[0035] When constructing a hybrid train location map, the temporary speed limit server first receives location reports periodically sent by the communication trains through the vehicle-to-ground communication link. These location reports contain the precise location identifiers of the communication trains, such as track kilometer markers and track section numbers, thereby clarifying the real-time location of the communication trains within the track section.

[0036] It should be noted that when a non-communication train is stationary due to temporary stops or station stops, it still falls under the category of a communication train and needs to send its current location information, including precise identifiers such as track kilometer markers and track section numbers, to the temporary speed limit server via the vehicle-to-ground communication link. Therefore, the temporary speed limit server synchronously stores the location information of the original non-communication trains in this stationary state, providing a complete train location data foundation for subsequently constructing a hybrid train location map by combining block section status information and continuous occupancy determination information.

[0037] Next, the temporary speed limit server matches the location information of the communicating train with the block section status information sent by the train control center. The block section status information sent by the train control center includes the occupancy or vacancy status of each block section within the track section. Based on the track section or kilometer marker information in the communicating train location report, the temporary speed limit server determines which block section the communicating train's location falls within. If the location of a communicating train is within the boundary of a block section, and the status of that block section is occupied, then the communicating train is determined to correspond to that block section, thus obtaining the block section information corresponding to each communicating train.

[0038] After matching the communication trains with the block sections, the temporary speed limit server filters out all block sections that are occupied but have not yet established a matching relationship with any communication train position information from the block section status information previously sent by the train control center. Specifically, the temporary speed limit server calls the stored communication train matching results (including the block section number and location range corresponding to each communication train) and compares them one by one with the list of occupied blocks in the block section status information. After removing the blocks that have matched communication trains, the remaining occupied blocks are included in the block section set to be identified. This set simultaneously records the unique identifier of each block (such as block section numbers like 121G and 131G) and the corresponding track physical location (such as the starting kilometer marker and the ending kilometer marker) to ensure the accuracy of the block location in the subsequent identification process.

[0039] The temporary speed limit server queries the continuous occupancy determination information synchronously sent by the train control center. This information includes the sequence of numbers for all continuously occupant block sections within the track section, as well as a marker indicating whether each continuous section was caused by the same train. The temporary speed limit server matches the block numbers in the set of block sections to be identified with the continuous block sequence in the continuous occupancy determination information to determine whether there are block sections that are adjacent in the physical order of the track (e.g., 131G and 141G are adjacent, 141G and 151G are adjacent, forming a continuous sequence), and whether this continuous sequence is explicitly marked in the continuous occupancy determination information as being caused by the same train. For example, if the set to be identified contains 131G, 141G, and 151G, and the continuous occupancy determination information shows that the same train identification code for these three sections is consistent, then it is determined that there are continuously occupant block sections that meet the conditions.

[0040] When it is confirmed that there are continuously distributed occupancy block sections in the set of block sections to be identified, the temporary speed limit server merges multiple block sections in the continuous sequence and identifies them as the location interval corresponding to the same non-communication train. This merging operation is based on the physical characteristics of train operation: the length of a single train usually covers 1-3 block sections, and continuously occupied sections can reflect the actual occupancy range of the train. Therefore, the merged interval (such as 131G-151G) can accurately correspond to the actual position of the non-communication train, avoiding misjudging the occupied sections of the same train as multiple trains.

[0041] If an isolated occupancy block exists in the set of block sections to be identified, the temporary speed limit server will identify each such block as a separate location point corresponding to a non-communication train. Isolated occupancy block sections fall into two categories: one where the block is not physically adjacent to other occupancy blocks in the set, such as the set containing only 161G, where its neighbors 151G and 171G are both idle; and another where, although the block is adjacent to other occupancy blocks, the continuous occupancy determination information does not mark it as being caused by the same train, such as 171G and 181G being adjacent but corresponding to different train identification codes in the continuous occupancy determination information. For these two types of isolated blocks, since their association with other occupancy blocks cannot be confirmed, they must be identified according to the logic of one block corresponding to one train to ensure the accuracy of the non-communication train count.

[0042] Before integrating the block section information corresponding to communicating and non-communicating trains, the temporary speed limit server first adds timestamps to both types of information to mark the time of data acquisition. For the block section information corresponding to communicating trains, the added communication timestamp is the precise time when the temporary speed limit server receives the location report of the communicating train via vehicle-to-ground wireless communication. This location report contains the real-time location of the communicating train (such as track kilometer markers and block section association identifiers). After receiving the report, the temporary speed limit server immediately records the current system time as the communication timestamp to ensure accurate correspondence between time and location information. For the block section information corresponding to non-communicating trains, the added reference timestamp is the time when the temporary speed limit server receives the block section status information periodically sent by the train control center. Since the block section information of non-communicating trains is identified from the block section status information of the train control center, using the time of receiving the data from the train control center as the reference timestamp ensures time synchronization between the location information of non-communicating trains and ground detection data.

[0043] Considering the potential time difference between the reception time of the train's location information (communication timestamp) and the reception time of the block section status information from the train control center (reference timestamp), for example, the train's location information might be received at 10:00:01, while the block section status information from the train control center might be received at 10:00:02. Direct integration would lead to asynchronous location information in the time dimension. Therefore, based on a preset timestamp alignment rule, the two types of information are calibrated to the same time dimension. In practice, using the reference timestamp as a unified reference dimension, and combining it with the real-time operating speed of the train (extracted from the train's location report or calculated based on historical location data and time differences, such as the train traveling 16.7 meters between 10:00:00 and 10:00:01 at a speed of 60 km / h), the train's position at the reference timestamp is calculated. If the reference timestamp is 1 second later than the communication timestamp, and the communication train speed is 60 km / h (i.e. 16.7 m / s), then the block section originally corresponding to the communication train will be extended by the corresponding distance according to the direction of operation to confirm the actual block section corresponding to the reference timestamp, thereby achieving consistency between the two types of information in the time dimension.

[0044] After time calibration, the temporary speed limit server verifies the calibrated block section information for both types of trains using a pre-set position conflict detection mechanism. The core of this mechanism is comparing the block section number sets corresponding to communicating and non-communicating trains. Specifically, the temporary speed limit server extracts all block section numbers corresponding to communicating trains (e.g., 111G, 121G) and non-communicating trains (e.g., 131G, 141G) after calibration, constructing two independent lists of block numbers. Then, it compares these two lists one by one to determine if any identical block section numbers appear in both lists. If so, for example, if both communicating and non-communicating trains correspond to 121G, then the block section is determined to have a position conflict, meaning it is simultaneously marked as occupied by both communicating and non-communicating trains.

[0045] When the aforementioned position conflict is detected, since the position information of the communicating train is precise data obtained through direct interaction between the train and the ground, while the position information of the non-communication train is indirectly inferred based on the block section status of the train control center, the information of the non-communication train is corrected based on the block section information corresponding to the communicating train. The correction operation includes two specific methods: The first is to directly delete the non-communication train occupancy marker associated with the conflicting block section. For example, if the conflicting block is 121G, the occupancy record of 121G is directly removed from the block section information of the non-communication train, retaining only the occupancy information of the communicating train for 121G. The second is to adjust the block section range of the non-communication train according to the status of adjacent block sections of the conflicting block section. For example, if the original block sections corresponding to the non-communication train are 121G and 131G, where 121G conflicts with the communicating train, and the adjacent block section 141G of 131G is in an idle state, then the block section range of the non-communication train is adjusted to 131G, ensuring that the adjusted range does not include the conflicting 121G, while ensuring that the position interval of the non-communication train still conforms to the continuous occupancy logic. If the original range is a contiguous partition, the adjustment will prioritize maintaining contiguousness; otherwise, it will be treated as an isolated partition.

[0046] After the correction is completed, the temporary speed limit server arranges the block sections within the track section according to their physical order, from the starting point to the end point, based on their design numbers, such as 101G, 111G, 121G, 131G, 141G, etc. This order corresponds to the actual track section order in which the trains operate. This spatially integrates the corrected block section information for both communicating and non-communicating trains. During the integration process, the temporary speed limit server simultaneously assigns a unique identifier to each train to distinguish them: For communicating trains, the unique identifier consists of a communicating train prefix plus a serial number, such as C-Train-001 and C-Train-002. The serial number is assigned according to the access order or location report reception order of the communicating trains. For non-communicating trains, the unique identifier consists of a non-communicating train prefix plus a serial number, such as NC-Train-001 and NC-Train-002. The serial number is assigned according to the identification order of the non-communicating trains (i.e., the processing order of the block section set to be identified). After allocation, each unique identifier is associated with its corresponding block section range. For example, C-Train-001 is mapped to 111G (a single block section), and NC-Train-001 is mapped to 131G-141G (a continuous block section range). The mapping relationship also records the physical location parameters of the block section (such as the starting kilometer marker and the ending kilometer marker) to clarify the spatial range.

[0047] Finally, based on the spatially ordered integration results and the unique identifier association mapping results, the temporary speed limit server generates a structured hybrid train location map. Each record in this map contains complete train location and attribute information: the train type is clearly marked as either a communication train or a non-communication train; the unique identifier uses the assigned code (e.g., C-Train-001); the real-time block section location is recorded as a single block section number (e.g., 111G) or a continuous block section interval (e.g., 131G-141G) according to the range corresponding to the train; and the timestamp uses a calibrated unified time (i.e., a reference timestamp, or a calibrated communication timestamp synchronized with the reference timestamp), ensuring that all train information is consistent in the time dimension. Through this map, the temporary speed limit server can fully grasp the real-time location distribution of all communication and non-communication trains within the track section, providing data support for subsequent determination of whether there are non-communication trains ahead of the target communication train and whether redundant traffic permits should be forwarded.

[0048] Step 130: Determine whether there are non-communication trains in the mixed train position map within the track section ahead of the target communication train's expected route.

[0049] When the temporary speed limit server performs the operation of determining whether there are non-communication trains in the mixed train position map within the track section ahead of the expected running direction of the target communication train, it first extracts the associated information of the target communication train from the already constructed mixed train position map. Based on the unique identifier of the target communication train (such as the previously assigned C-Train-001), it locates its corresponding real-time block section position (for example, the map records that the target communication train is currently in block section 111G). At the same time, it obtains the train running direction of the track section to which the target communication train belongs, which is preset by the system. For example, the downline runs in the physical order of 101G, 111G, 121G, 131G, 141G. This direction is pre-synchronized to the temporary speed limit server by the train control center, or determined based on the incremental / decrease rules of the track section kilometer markers to ensure consistency with the actual running direction.

[0050] Subsequently, the temporary speed limit server determines the range of block sections the target communication train will subsequently pass through, based on the target train's current block section location, preset direction of travel, and the fixed physical arrangement of block sections within the track section. Specifically, starting from the current block section, all block sections following the current block section are selected along the direction of travel to form the range to be passed through. For example, if the target communication train is currently at 111G and its direction of travel is 101G, 111G, 121G, 131G, 141G, then the range of block sections to be passed through is 121G, 131G, 141G; if the current block section is 131G and the direction of travel remains unchanged, then the range to be passed through is 141G and all block sections following 141G in that direction, with the boundary of the range based on the end block section of the track section to avoid exceeding the actual track operating section.

[0051] After determining the range of block sections to be traversed, the temporary speed limit server performs a targeted query on the mixed train location map: First, it filters out all records marked as non-communication trains (such as entries corresponding to NC-Train-001 and NC-Train-002) from the map, and extracts the associated block section information from each non-communication train record. If a non-communication train corresponds to a single block section (such as 131G), the block number is extracted; if it corresponds to a continuous block section interval (such as 121G-131G), the sequence of numbers for all blocks within the interval is extracted. Then, the extracted non-communication train block section numbers (or sequences) are compared one by one with the range of block sections to be traversed by the target communication train to determine whether there is any overlap. If the block section number (or any number in the sequence) of a non-communication train appears in the list of blocks in the subsequent range to be passed (for example, the subsequent range is 121G, 131G, 141G, and the non-communication train corresponds to 131G), then it is determined that there is an occupied block section corresponding to a non-communication train in the range of the block sections to be passed.

[0052] When it is confirmed that a non-communication train occupies a block section within the block section to be traversed, the temporary speed limit server further determines whether a non-communication train exists within the mixed train position map in the track section ahead of the target communication train. This determination is based on the accuracy of the mixed train position map. Since the map has been previously timestamped and corrected for position conflicts to ensure that the block section occupancy information of non-communication trains is consistent with the position information of the target communication train in both time and space, this determination can directly serve as the core basis for whether the temporary speed limit server triggers the safety protection mechanism to avoid the risk of a rear-end collision between the target communication train and the non-communication train ahead.

[0053] Step 140: If the judgment result is that it does not exist, receive the redundant train operation permission message for the target communication train sent by the train control center, and forward the redundant train operation permission message to the on-board equipment of the target communication train.

[0054] Once the temporary speed limit server determines whether there are any non-communication trains in the track section ahead of the target communication train and confirms that they do not exist (i.e., in the mixed train position map, there are no non-communication trains occupying block sections within the block sections the target communication train will subsequently pass through), it enters the process of receiving and forwarding redundant train operation permission messages. At this time, the train control center has generated a redundant train operation permission message for the target communication train based on the conditions for enabling redundant train operation permission, such as a block section being occupied due to a fault, the equipment management unit registering train operation restrictions, and the axle counting equipment meeting the activation requirements, combined with the specific location of the faulty block section (e.g., fault 161G) and the current location association information of the target communication train. This message contains key information: the unique identifier of the target communication train (e.g., onboard equipment ID), the start and end mileage of the faulty block section and the corresponding passing signal number, the effective range of the redundant train operation permission (usually the end point of the second block section ahead of the faulty block section), the permission effective time, and the expiration time threshold, ensuring that the message can accurately match the target train and meet the train operation safety requirements under fault scenarios.

[0055] The temporary speed limit server receives the aforementioned redundant train operation permission messages through a secure communication link with the train control center. During the reception process, the server simultaneously verifies the integrity and validity of the messages: on the one hand, it checks whether the message contains complete core fields such as the target train identifier, fault section information, and permission range to avoid invalid subsequent forwarding due to missing fields; on the other hand, it verifies whether the fault block section information in the message is consistent with the fault section currently monitored by the temporary speed limit server. For example, if it is confirmed that the fault section in the message is 161G, which is consistent with the fault section marked in the block section status information previously received by the temporary speed limit server from the train control center, it also verifies whether the target communication train identifier matches the unique identifier of the target train to be processed (such as C-Train-001) to prevent missending or mismatching of messages.

[0056] After successful verification, the temporary speed limit server forwards the redundant train operation permission message to the onboard equipment of the target communication train. During forwarding, the temporary speed limit server establishes a dedicated communication link based on the onboard equipment identifier of the target communication train. This identifier has been synchronized to the temporary speed limit server in the periodic location reports sent by the communication train, ensuring that the message is only received by the onboard equipment of the target train and avoiding safety risks caused by other trains mistakenly receiving the message. At the same time, the temporary speed limit server records key information of this forwarding in its local log, including the forwarding time, the identifier of the target communication train, the core content of the redundant train operation permission message (fault partition, permission scope), and the timestamp of receiving the message from the train control center, forming a complete message flow record.

[0057] After receiving the redundant train operation permission message forwarded by the temporary speed limit server, the onboard equipment of the target communication train makes a comprehensive judgment based on the ground track circuit coding information (such as the U code or no code sent by the faulty block section). It confirms that its current position meets the conditions for using the redundant train operation permission (such as having traveled to the designated block section ahead of the faulty block section). Then, it plans the travel path according to the permission information and passes through the faulty block section. This enables continuous operation in fault scenarios without stopping and waiting for manual confirmation, effectively improving railway operation efficiency and avoiding the risk of rear-end collisions caused by non-communication trains ahead.

[0058] After determining whether there are any non-communication trains in the track section ahead of the target communication train, the temporary speed limit server executes corresponding control logic based on two different judgment results: Previously, for the scenario where the judgment result is that no non-communication trains exist, the process of receiving and forwarding redundant train operation permission messages has been completed. However, when the judgment result indicates the presence of a non-communication train within the mixed train position map, given that the mixed train position map has been timestamped, position conflict corrected, and spatially integrated to ensure that the block occupancy information of the non-communication train and the position information of the target communication train meet safety control requirements in terms of time synchronization and spatial accuracy, this judgment result can directly serve as the core basis for triggering the safety protection mechanism. To avoid the risk of a rear-end collision between the target communication train and the non-communication train ahead while the target communication train is heading towards the faulty block section after receiving redundant train operation permission, the temporary speed limit server will enter a targeted safety protection control process, the specific operation of which is as follows:

[0059] Step 210: If the judgment result is that it exists, prohibit sending redundant train operation permission messages for the target communication train.

[0060] Step 220: Continuously receive the blockage zone status information and continuous occupancy determination information sent by the train control center.

[0061] Step 230: When it is confirmed, based on the block section status information, that the block section originally occupied by the non-communication train has been adjusted to be free, and combined with the continuous occupancy determination information, it is confirmed that no train continuously occupies the free block section and the subsequent adjacent block sections, it is determined that the non-communication train has passed the track section ahead of the target communication train's expected operation.

[0062] Step 240: Receive the redundant train operation permission message for the target communication train sent by the train control center, and forward the redundant train operation permission message to the on-board equipment of the target communication train.

[0063] Once the temporary speed limit server determines whether a non-communication train exists in the track section ahead of the target communication train, and confirms the existence of such a train (i.e., if a non-communication train occupies a block section within the block section the target communication train will subsequently pass through in the mixed train position map), a safety protection mechanism is triggered, prohibiting the transmission of any redundant train control permission messages that the train control center might subsequently send to the target communication train. Specifically, in its internal message processing logic, the temporary speed limit server sets a permission interception flag for the unique identifier of the target communication train (such as the previously assigned C-Train-001). When the train control center generates and sends a redundant train control permission message for the target train based on the conditions for enabling redundant train control permission (such as a block section occupancy failure or the axle counting equipment meeting requirements), the temporary speed limit server, upon receiving the message, will first match the target train identifier with the permission interception flag. If the match is successful, the redundant train control permission message will be directly intercepted without proceeding to the subsequent forwarding process. Meanwhile, the temporary speed limit server records key information about the interception event in the local security log, including the interception time, the target communication train identifier, the block section number corresponding to the non-communication train (such as 131G-141G), and the basis for triggering the interception, to avoid the risk of a rear-end collision between the target communication train and the non-communication train ahead due to the wrong issuance of permission.

[0064] While prohibiting the sending of redundant train operation permission messages, the temporary speed limit server maintains a secure communication link with the train control center, continuously receiving block section status information and continuous occupancy determination information periodically sent by the train control center. The temporary speed limit server compares each new received information with the previously stored mixed train position map in real time, dynamically updating the block section status corresponding to non-communication trains to ensure continuous monitoring of the non-communication train's trajectory and avoid judgment errors due to information lag.

[0065] When the temporary speed limit server detects, through the latest received block section status information, that the status of a block section previously determined to be occupied by a non-communication train (such as 131G-141G) has been changed from occupied to idle, it further performs a secondary confirmation by combining the continuous occupancy determination information received at the same time. First, it checks whether there are any markers indicating that the same train has continuously occupied the now-idle block section (131G, 141G) and its subsequent adjacent block sections (such as 151G). If the continuous occupancy determination information shows that there are no train occupancy records in 131G-141G, and the block sections 151G and further downstream are not marked as continuous occupancy related to the original non-communication train (i.e., there is no trace of the same train extending to the downstream section), then it can be confirmed that the non-communication train has completely left the track section ahead of the target communication train's expected route. If the target communication train's subsequent route is 121G-151G, and the non-communication train originally occupied 131G-141G, it has now moved downstream of 151G, and 131G-141G is free and there is no subsequent continuous occupancy, then it can be determined that there is no non-communication train in the track section ahead of the target communication train's expected route.

[0066] After determining that a non-communication train has passed the track section ahead of the target communication train, the temporary speed limit server clears the permission interception mark for that target communication train and restores its processing authority for redundant train operation permission messages. When the train control center sends a redundant train operation permission message for the target communication train again, the temporary speed limit server receives the message and first verifies its integrity and matching. If the verification passes, the temporary speed limit server forwards the redundant train operation permission message to the onboard equipment of the target communication train via the train-to-ground wireless communication link. After forwarding, the temporary speed limit server updates its local log again, recording the forwarding time, the core parameters of the redundant train operation permission message, and the confirmation basis for the non-communication train's passage. This ensures both train operation safety and the timely restoration of redundant train operation permission functionality after the non-communication train departs, guaranteeing railway operational efficiency.

[0067] To more intuitively illustrate the implementation process of this application, combined with Figure 3The following is a typical application scenario. Train A is a non-communication train, and Train B is a communication train. In the block section status information sent by the train control center to the temporary speed limit server, 111G is occupied by a certain train, and 131G and 141G are marked as occupied by the same train (i.e., Train A). The temporary speed limit server constructs a mixed train position map based on the position report sent by Train B, clarifying that Train B is located at 111G, and Train A is located at 131G and 141G. If 161G is faulty and occupied, after activating the redundant train operation permission function, the train control center sends a redundant train operation permission to the temporary speed limit server to pass through 161G. The temporary speed limit server, after judgment, confirms that Train A, a non-communication train, exists ahead of Train B (within the range of block sections 121G, 131G, 141G, 151G, 161G, etc., which it will subsequently pass through), and therefore refuses to send the redundant train operation permission to Train B. Subsequently, the temporary speed limit server continuously receives block section status information and continuous occupancy determination information sent by the train control center. When the block section status information confirms that the blocks originally occupied by train A, 131G and 141G, have become free, and the continuous occupancy determination information confirms that these free block sections and the subsequent adjacent blocks, such as 151G, show no trace of continuous occupancy by the same train, it is determined that train A has passed the track section ahead of train B's expected route (after train A enters 171G, its originally occupied blocks 131G and 141G are no longer occupied and there is no subsequent continuous occupancy). At this time, the temporary speed limit server receives a redundant train operation permission message for train B sent by the train control center and forwards the message to train B's onboard equipment. Thus, under the premise of ensuring safety, the continuous operation of trains in the fault scenario is achieved, effectively preventing potential accidents from occurring.

[0068] It is understood that, in order to achieve the functions in the above embodiments, the computer device includes hardware structures and / or software modules corresponding to the execution of each function. Those skilled in the art should readily recognize that, based on the units and method steps described in conjunction with the embodiments disclosed in this application, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed by hardware or by computer software driving hardware depends on the specific application scenario and design constraints of the technical solution.

[0069] Furthermore, as a response to the above Figure 1 The implementation of the method embodiment shown in this application provides a train control device. The embodiment of this device corresponds to the foregoing method embodiments. For ease of reading, this embodiment will not repeat the details of the foregoing method embodiments one by one, but it should be clear that the device in this embodiment can correspondingly implement all the contents of the foregoing method embodiments. Specifically, as shown... Figure 4 As shown, the train control device 400 includes:

[0070] The receiving module 410 is used to receive the block section status information and continuous occupancy determination information sent by the train control center. The block section status information includes the occupancy or idle status of each block section in the track section, and the continuous occupancy determination information is used to indicate whether the continuous occupancy of the block section is caused by the same train.

[0071] The construction module 420 is used to construct a hybrid train position map based on the block section status information, continuous occupancy determination information and communication train position information. The train position information is the train position information obtained by the temporary speed limit server through periodic interaction with the train, including communication train position information and non-communication train position information.

[0072] The judgment module 430 is used to determine whether there are non-communication trains in the mixed train position map within the track section ahead of the expected operation of the target communication train;

[0073] The control module 440 is used to receive the redundant train operation permission message for the target communication train sent by the train control center if the judgment result is that it does not exist, and forward the redundant train operation permission message to the on-board equipment of the target communication train.

[0074] Furthermore, such as Figure 4 As shown, the construction module 420 is specifically used to match the position information of the communication train with the occupancy status in the block section status information to determine the block section corresponding to each communication train; for the occupancy status block section that has not been matched with a communication train, it is identified by combining the continuous occupancy judgment information; the trains corresponding to the occupancy status block section that has not been matched with a communication train are identified as non-communication trains, and the block section corresponding to each non-communication train is determined; the block section information corresponding to the communication trains and the block section information corresponding to the non-communication trains are integrated to form a hybrid train position map.

[0075] Furthermore, such as Figure 4 As shown, the construction module 420 is specifically used to extract all occupancy status block sections that are not matched with communication trains from the block section status information to form a set of block sections to be identified; query the continuous occupancy determination information to determine whether there are continuously distributed occupancy status block sections in the set of block sections to be identified, and whether the continuously distributed occupancy status block sections are marked as being caused by the same train; if there are continuously distributed occupancy status block sections, the multiple continuously distributed block sections are merged and identified as the location interval corresponding to the same non-communication train; if there are isolated occupancy status block sections in the set of block sections to be identified, each isolated occupancy status block section is identified as a location point corresponding to a non-communication train, and the isolated occupancy status block section is used to indicate block sections that are not continuously distributed with other occupancy status block sections, or are continuously distributed but not marked as being caused by the same train; associate the non-communication train with its corresponding block section location information to form a non-communication train location dataset.

[0076] Furthermore, such as Figure 4 As shown, module 420 is specifically used to add a communication timestamp to the block section information corresponding to the communicating train, and to add a reference timestamp to the block section information corresponding to the non-communication train. The communication timestamp is the time when the temporary speed limit server receives the position information of the communicating train, and the reference timestamp is the time when the temporary speed limit server receives the block section status information sent by the train control center. Based on timestamp alignment rules, the block section information corresponding to the communicating train and the block section information corresponding to the non-communication train are calibrated to the same time dimension. A preset position conflict detection mechanism is used to verify the calibrated block section information corresponding to the communicating train and the non-communication train. If a conflict exists... In cases where the same block section is simultaneously marked as occupied by both communicating and non-communication trains, the block section information associated with the conflicting block section is corrected based on the block section information corresponding to the communicating train. This correction includes: deleting the non-communication train occupancy marker associated with the conflicting block section, or adjusting the range of the non-communication train's block section to a continuous interval that does not contain the conflicting block section, based on the status of adjacent block sections of the conflicting block section. The corrected block section information corresponding to the communicating train and the non-communication train's block section information are then associated with the corresponding block section ranges according to the track section topology order to generate a hybrid train location map.

[0077] Furthermore, such as Figure 4 As shown, the construction module 420 is specifically used to spatially integrate the corrected block section information corresponding to the communication trains and the block section information corresponding to the non-communication trains according to the physical arrangement order of the block sections within the track section; during the integration process, a unique identifier is assigned to each communication train and each non-communication train, and an association mapping is established between each unique identifier and its corresponding block section range; based on the orderly integration and association mapping results, a hybrid train position map containing train type, unique identifier, real-time block section position and timestamp is generated.

[0078] Furthermore, such as Figure 4 As shown, the judgment module 430 is specifically used to determine the range of block sections that the target communication train will pass through next based on the current position of the target communication train, the preset train running direction, and the arrangement order of block sections in the track section; query the mixed train position map to determine whether there is an occupied block section corresponding to a non-communication train within the range of the block sections to be passed through next; if there is an occupied block section, it is determined that there is a non-communication train ahead of the target communication train.

[0079] Furthermore, such as Figure 4As shown, the control module 440 is specifically used to: prohibit sending redundant train operation permission messages to the target communication train if the judgment result is that such messages exist; continuously receive block section status information and continuous occupancy judgment information sent by the train control center; when the block section status information confirms that the block section originally occupied by the non-communication train has been adjusted to be free, and the continuous occupancy judgment information confirms that no train is continuously occupied by the same train in the free block section and subsequent adjacent block sections, determine that the non-communication train has passed the track section ahead of the target communication train as expected; receive redundant train operation permission messages for the target communication train sent by the train control center, and forward the redundant train operation permission messages to the on-board equipment of the target communication train.

[0080] Optionally, the train control device may be an electronic device with data processing capabilities, or a functional module within the electronic device, without limitation.

[0081] For example, the electronic device can be a server, which can be a single server or a server cluster consisting of multiple servers. As another example, the electronic device can be a mobile phone, tablet computer, desktop computer, laptop computer, handheld computer, notebook computer, ultra-mobile personal computer (UMPC), netbook, as well as cellular phone, personal digital assistant (PDA), augmented reality (AR), virtual reality (VR) device, and other terminal devices. Furthermore, the electronic device can also be a recording device, video surveillance device, etc. This application does not impose any special limitations on the specific form of the electronic device.

[0082] The following example uses train control devices as electronic equipment. Figure 5 As shown, Figure 5 The hardware structure of an electronic device 500 provided in this application.

[0083] like Figure 5 As shown, the electronic device 500 includes a processor 510, a communication line 520, and a communication interface 530.

[0084] Optionally, the electronic device 500 may also include a memory 540. The processor 510, memory 540, and communication interface 530 can be connected via a communication line 520.

[0085] The processor 510 can be a central processing unit (CPU), a general-purpose processor, a network processor (NP), a digital signal processor (DSP), a microprocessor, a microcontroller, a programmable logic device (PLD), or any combination thereof. The processor 510 can also be any other device with processing capabilities, such as a circuit, device, or software module, without limitation.

[0086] In one example, processor 510 may include one or more CPUs, for example Figure 5 CPU0 and CPU1 in the CPU.

[0087] As an optional implementation, the electronic device 500 may include multiple processors; for example, in addition to processor 510, it may also include processor 570. A communication line 520 is used to transmit information between the components included in the electronic device 500.

[0088] Communication interface 530 is used for communication with other devices or other communication networks. This other communication network can be Ethernet, Radio Access Network (RAN), Wireless Local Area Network (WLAN), etc. Communication interface 530 can be a module, circuit, transceiver, or any device capable of enabling communication.

[0089] Memory 540 is used to store instructions. These instructions can be computer programs.

[0090] The memory 540 may be a read-only memory (ROM) or other type of static storage device capable of storing static information and / or instructions; it may also be a random access memory (RAM) or other type of dynamic storage device capable of storing information and / or instructions; it may also be an electrically erasable programmable read-only memory (EEPROM), a compact disc read-only memory (CD-ROM) or other optical disc storage, optical disc storage (including compressed optical discs, laser discs, optical discs, digital universal optical discs, Blu-ray discs, etc.), disk storage media, or other magnetic storage devices, etc., without limitation.

[0091] It should be noted that the memory 540 can exist independently of the processor 510, or it can be integrated with the processor 510. The memory 540 can be used to store instructions, program code, or some data, etc. The memory 540 can be located inside or outside the electronic device 500, without restriction.

[0092] The processor 510 is configured to execute instructions stored in the memory 540 to implement the communication method provided in the following embodiments of this application. For example, when the electronic device 500 is a terminal or a chip in a terminal, the processor 510 can execute instructions stored in the memory 540 to implement the steps performed by the sending end in the following embodiments of this application.

[0093] As an optional implementation, the electronic device 500 also includes an output device 550 and an input device 560. The output device 550 can be a display screen, speaker, or other device capable of outputting data from the electronic device 500 to the user. The input device 560 can be a keyboard, mouse, microphone, joystick, or other device capable of inputting data into the electronic device 500.

[0094] It should be pointed out that, Figure 5 The structure shown does not constitute a limitation on the electronic device, except... Figure 5 In addition to the components shown, the electronic device may include more or fewer components than illustrated, or combine certain components, or have different component arrangements.

[0095] The train control device and application scenarios described in this application are intended to more clearly illustrate the technical solutions of this application and do not constitute a limitation on the technical solutions provided in this application. As those skilled in the art will know, with the evolution of train control devices and the emergence of new business scenarios, the technical solutions provided in this application are also applicable to similar technical problems.

[0096] This application provides a storage medium storing a program that, when executed by a processor, implements the train control method.

[0097] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0098] In a typical configuration, the device includes one or more processors (CPUs), memory, and a bus. The device may also include input / output interfaces, network interfaces, etc.

[0099] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, like read-only memory (ROM) or flash RAM, and memory includes at least one memory chip. Memory is an example of computer-readable media.

[0100] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0101] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0102] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0103] The above are merely embodiments of this application and are not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A train control method, characterized in that, The method, applied to temporary rate-limiting servers, includes: The system receives block section status information and continuous occupancy determination information sent by the train control center. The block section status information includes the occupancy or idle status of each block section in the track section, and the continuous occupancy determination information is used to indicate whether the continuous occupancy of the block sections is caused by the same train. Based on the block section status information, the continuous occupancy determination information, and the train position information, a hybrid train position map is constructed. The train position information is the train position information obtained by the temporary speed limit server through periodic interaction with the train, including communication train position information and non-communication train position information. Determine whether there are any non-communication trains within the mixed train location map within the track section ahead of the expected route of the target communication train; If the determination result is that it does not exist, the redundant train operation permission message for the target communication train sent by the train control center is received, and the redundant train operation permission message is forwarded to the on-board equipment of the target communication train. Based on the block section status information, the continuous occupancy determination information, and the communication train position information, a hybrid train position map is constructed, including: The location information of the communication train is matched with the occupancy status in the block section status information, and the block section corresponding to each communication train is determined by double verification of the track kilometer marker and the block section boundary. For occupancy status block sections where no communication train has been matched, the continuous occupancy determination information is used for identification. Trains in occupancy blocks that are not matched with communication trains are identified as non-communication trains, and the block sections corresponding to each non-communication train are determined. The block section information corresponding to the communication train and the block section information corresponding to the non-communication train are integrated according to the physical arrangement order of the block sections within the track section to form a hybrid train location map. For occupancy blocks where no communication train has been matched, identification is performed using the continuous occupancy determination information, including: Extract all occupancy status block sections that have not been matched with a communication train from the block section status information to form a set of block sections to be identified; Query the continuous occupancy determination information to determine whether there are continuously distributed occupancy block sections in the block section set to be identified, and whether the continuously distributed occupancy block sections are marked as being caused by the same train. If there are continuously distributed occupancy block sections, the multiple continuously distributed block sections are merged and identified as the same location interval corresponding to the same non-communication train. If there are isolated occupancy block sections in the block section set to be identified, each isolated occupancy block section is identified as a location point corresponding to a non-communication train. The isolated occupancy block section is used to indicate that it is not continuously distributed with other occupancy block sections, or is continuously distributed but not marked as a block section caused by the same train. The non-communication trains are associated with their corresponding block section location information to form a non-communication train location dataset.

2. The method according to claim 1, characterized in that, By integrating the block section information corresponding to the communicating trains with the block section information corresponding to the non-communication trains, a hybrid train location map is formed, including: A communication timestamp is added to the block section information corresponding to the communicating train, and a reference timestamp is added to the block section information corresponding to the non-communication train. The communication timestamp is the time when the temporary speed limit server receives the location information of the communicating train, and the reference timestamp is the time when the temporary speed limit server receives the block section status information sent by the train control center. Based on the timestamp alignment rules, the block section information corresponding to the communication train and the block section information corresponding to the non-communication train are aligned to the same time dimension. The block section information corresponding to the communication train and the block section information corresponding to the non-communication train are verified and calibrated through a preset position conflict detection mechanism. If there is a conflict where the same block section is simultaneously marked as occupied by a communication train and an uncommunication train, the block section information associated with the conflicting block section is corrected based on the block section information corresponding to the communication train. The correction includes: deleting the uncommunication train occupation mark associated with the conflicting block section, or adjusting the range of the uncommunication train's block section to a continuous interval that does not include the conflicting block section according to the status of the adjacent block sections of the conflicting block section. The corrected block section information corresponding to the communication trains and the block section information corresponding to the non-communication trains are associated with the corresponding block section ranges according to the track section topology order to generate the hybrid train location map.

3. The method according to claim 2, characterized in that, The corrected block section information corresponding to the communication trains and the block section information corresponding to the non-communication trains are associated according to the track section topology order to generate the hybrid train location map, including: The corrected block section information corresponding to the communication trains and the block section information corresponding to the non-communication trains are spatially integrated in an orderly manner according to the physical arrangement order of the block sections within the track section. During the integration process, each communication train and each non-communication train are simultaneously assigned a unique identifier, and an association mapping is established between each unique identifier and its corresponding block section range. Based on the ordered integration and the associated mapping results, a hybrid train location map is generated, which includes train type, unique identifier, real-time block section location, and timestamp.

4. The method according to any one of claims 1-3, characterized in that, Determining whether a non-communication train from the mixed train location map exists within the track section ahead of the expected route of the target communication train includes: Based on the current position of the target communication train, the preset train running direction, and the arrangement order of the block sections within the track section, the range of block sections that the target communication train will subsequently pass through is determined. Query the mixed train location map to determine whether there is a non-communication train occupying a block section within the block section range to be passed subsequently. If the occupancy block section exists, it is determined that there is a non-communication train ahead of the target communication train.

5. The method according to claim 1, characterized in that, The method further includes: If the determination result is that it exists, it is prohibited to send redundant train operation permission messages to the target communication train. Continuously receive blockage zone status information and continuous occupancy determination information sent by the train control center; When the block section originally occupied by the non-communication train is adjusted to be free according to the block section status information, and the continuous occupancy determination information confirms that the free block section and subsequent adjacent block sections are not continuously occupied by the same train, it is determined that the non-communication train has passed the track section ahead of the target communication train as expected. The system receives a redundant train operation permission message for the target communication train sent by the train control center and forwards the redundant train operation permission message to the onboard equipment of the target communication train.

6. A train control device, characterized in that, The device includes: The receiving module is used to receive the block section status information and continuous occupancy determination information sent by the train control center. The block section status information includes the occupancy or idle status of each block section in the track section, and the continuous occupancy determination information is used to indicate whether the continuous occupancy of the block section is caused by the same train. The construction module is used to construct a hybrid train position map based on the block section status information, the continuous occupancy determination information, and the communication train position information. The train position information is the train position information obtained by the temporary speed limit server through periodic interaction with the train, including communication train position information and non-communication train position information. The judgment module is used to determine whether there are any non-communication trains in the mixed train position map within the track section ahead of the expected operation of the target communication train; The control module is used to receive a redundant train operation permission message for the target communication train sent by the train control center if the judgment result is that it does not exist, and to forward the redundant train operation permission message to the on-board equipment of the target communication train. The construction module is specifically used to match the location information of the communication train with the occupancy status in the block section status information, and determine the block section corresponding to each communication train through dual verification of track kilometer markers and block section boundaries; for occupancy block sections without matching communication trains, it is identified in conjunction with the continuous occupancy determination information; the trains corresponding to the occupancy block sections without matching communication trains are identified as non-communication trains, and the block sections corresponding to each non-communication train are determined; the block section information corresponding to the communication trains and the block section information corresponding to the non-communication trains are integrated according to the physical arrangement order of the block sections in the track section to form a hybrid train location map; The construction module is specifically used to extract all occupancy block sections that are not matched with a communication train from the block section status information to form a set of block sections to be identified; query the continuous occupancy determination information to determine whether there are continuously distributed occupancy block sections in the set of block sections to be identified, and whether the continuously distributed occupancy block sections are marked as being caused by the same train; if there are continuously distributed occupancy block sections, the multiple continuously distributed block sections are merged and identified as the location interval corresponding to the same non-communication train; if there are isolated occupancy block sections in the set of block sections to be identified, each isolated occupancy block section is identified as a location point corresponding to a non-communication train, and the isolated occupancy block section is used to indicate block sections that are not continuously distributed with other occupancy block sections, or are continuously distributed but not marked as being caused by the same train; associate the non-communication train with its corresponding block section location information to form a non-communication train location dataset.

7. A storage medium, characterized in that, The storage medium includes a stored program, wherein, when the program is executed, the device containing the storage medium is controlled to perform the train control method as described in any one of claims 1-5.

8. An electronic device, characterized in that, The device includes at least one processor, at least one memory connected to the processor, and a bus; wherein the processor and the memory communicate with each other through the bus; the processor is used to call program instructions in the memory to execute the train control method as described in any one of claims 1-5.

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