Train operation control method, electronic device, medium, and automatic train supervision system

Abstract

A train operation control method, comprising: acquiring a preset path, which preset path is a path determined on the basis of a first position of a train and a destination thereof (S11); during the process of the train traveling to the destination according to the preset path, acquiring a first optimal path from a second position of the train to the destination (S12); and controlling the train to travel to the destination according to the first optimal path (S13). The train operation control method can realize automatic path changing, and improve operational efficiency.

Description

Train operation control method, electronic equipment, medium and train automatic monitoring system

[0001] This disclosure claims priority to the Chinese patent disclosure with publication number 202311635843.4 and publication name “Train operation control method, electronic equipment, medium and train automatic monitoring system” filed with the Patent Office of China on November 30, 2023, the entire contents of which are incorporated by reference into this disclosure. Technical Field

[0002] The present disclosure relates to, but is not limited to, the field of rail transportation, and more specifically, to a train operation control method, electronic equipment, storage medium, and train automatic monitoring system. Background Art

[0003] The ATS (Automatic Train Supervision) system is a key subsystem of the ATC (Automatic Train Control) system. It is a distributed, real-time monitoring and control system that integrates modern data communications, computers, networks, and signaling technologies. The ATS subsystem coordinates with other ATC subsystems to manage and control rail transit trains and signaling equipment.

[0004] ATS in related technologies either plans a unique route based on the route configuration table of the lead vehicle or planned vehicles, or plans the route from an overall perspective, considering only time cost and accessibility. However, if a train encounters abnormal occupancy or a fault in a section of the route while traveling along this planned route, the train will be forced to stop, which is not conducive to maximizing line operations and thus affects operational efficiency. Technical issues

[0005] The present disclosure provides a new train operation control method, electronic equipment, storage medium and train automatic monitoring system, which aims to solve the technical problem in related technologies that when a train is running, abnormal occupancy or failure occurs in a path section, the train will be forced to stop, thereby affecting operational efficiency. Technical Solutions

[0006] The following is a summary of the subject matter described in detail herein. This summary is not intended to limit the scope of the claims.

[0007] The present disclosure provides a new train operation control method, electronic equipment, storage medium and train automatic monitoring system, which can realize the function of automatic path change.

[0008] In a first aspect, the present disclosure provides a train operation control method, comprising:

[0009] Obtaining a preset path, where the preset path is a path determined based on the first position and the destination of the train;

[0010] While the train is traveling toward the destination along the preset path, obtaining a first optimal path from the second position of the train to the destination;

[0011] The train is controlled to travel toward the destination along the first optimal path.

[0012] Optionally, obtaining a first optimal path from the second position of the train to the destination includes:

[0013] When the train is traveling along the preset path toward the destination and the preset path is unavailable to the train, a first optimal path from the second position of the train to the destination is obtained.

[0014] Optionally, obtaining the first optimal path from the second position of the train to the destination includes: obtaining the first path between the second position and the destination; for any one of the first paths, receiving the open status information of the route signal of the first route in the first path; when the open status information of the route signal of the first route in the first path indicates that it is open, using the first path as the first optimal path.

[0015] Optionally, the method of obtaining the first optimal path from the second position of the train to the destination further includes: when the opening status information of the route signal of the first route in each of the first paths indicates that it is not open, and there is a case where the first path is an automatically controlled path, any automatically controlled first path is used as the second path, and the control mode of each route in the automatically controlled path is automatic control; and the first optimal path is determined based on the second path.

[0016] Optionally, when there are multiple second paths, determining the first optimal path based on the second paths includes: taking the second path containing the least number of routes as the third path; and determining the first optimal path based on the third path.

[0017] Optionally, when there are multiple third paths and at least two of the third paths share a switch, determining the first optimal path based on the third paths includes: taking the third path corresponding to the current opening position of the switch as the first optimal path.

[0018] Optionally, the method of determining the first optimal path from the second position in front of the train to the destination further includes: when the opening status information of the route signal of the first route in each of the first paths indicates that it is not open, and the first paths are all manually controlled paths, the first path containing the least number of routes is used as the fourth path, and the control method of at least one route in the manually controlled path is manual control; based on the fourth path, the first optimal path is determined.

[0019] Optionally, when there are multiple fourth paths and at least two of the fourth paths share a switch, determining the first optimal path based on the fourth paths includes: taking the fourth path corresponding to the current opening position of the switch as the first optimal path.

[0020] Optionally, the second position is a position in a route trigger section or a switch trigger section, and obtaining a first optimal path from the second position of the train to the destination includes:

[0021] Before the train travels to the second position, a first optimal path from the second position of the train to the destination is obtained.

[0022] Optionally, the preset path includes a second optimal path determined based on the first position and destination of the train, and the second optimal path is determined based on at least one of the following: the opening status information of the route signal of the first route in the fifth path between the first position and the destination; the control method of the fifth path; the number of routes included in the fifth path; and the current opening position of the switch.

[0023] In a second aspect, the present disclosure provides an electronic device comprising a memory and a processor, wherein the memory is used to store computer instructions, and the processor is used to call the computer instructions from the memory to execute the method as described in any one of the first aspects of the present disclosure.

[0024] In a third aspect, the present disclosure provides a storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the method as described in any one of the first aspects of the present disclosure.

[0025] In a fourth aspect, the present disclosure provides an automatic train monitoring system, comprising the electronic device as described in the second aspect of the present disclosure. Beneficial effects

[0026] The beneficial effect of this disclosure is that, while a train is traveling along a preset route to its destination, the optimal route from the train's current position to the destination is obtained in real time, and the train is controlled to travel along the optimal route. This method enables automatic route adjustment, maximizing line operations and improving operational efficiency.

[0027] Still other aspects will become apparent upon reading and understanding the accompanying drawings and detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0029] FIG1 shows a block diagram of a train automatic control system according to an embodiment of the present disclosure.

[0030] FIG2 shows a flow chart of a train operation control method according to an embodiment of the present disclosure.

[0031] FIG3 shows a schematic road network diagram between the current position of a train and its destination according to an embodiment of the present disclosure.

[0032] FIG4 shows a block diagram of an electronic device according to an embodiment of the present disclosure.

[0033] Implementation of the present disclosure

[0034] Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. It should be noted that unless otherwise specifically stated, the relative arrangement of components and steps, numerical expressions and numerical values ​​set forth in these embodiments do not limit the scope of the present disclosure.

[0035] The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the present disclosure, its application, or uses.

[0036] Technologies, methods, and equipment known to ordinary technicians in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and equipment should be considered part of the specification.

[0037] In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not limiting. Therefore, other examples of the exemplary embodiments may have different values.

[0038] It should be noted that like reference numerals and letters refer to like items in the following figures, and therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0039] To facilitate understanding, we first introduce the Automatic Train Control (ATC) system involved in the train operation control method provided in the embodiments of the present disclosure. As shown in Figure 1, the system includes an ATS (Automatic Train Supervision), a CI (Computer Interlocking), a ZC (Zone Controller), and a VOBC (Vehicle On-Board Controller).

[0040] The ATS monitors the operating status of equipment such as signals and switches involved in train operations, displays the operational status of all trains along the entire line to dispatchers, and monitors and records the execution of the train schedule. When a train reaches a route triggering section, it sends a route processing request to the CI. The ATS also obtains the train's real-time location and, based on the available routes from that location to the destination, plans the train's route in real time.

[0041] CI can be used to process routes according to the route processing request of ATS and open the route signals of the corresponding routes. It can also be used to control the movement of switches, etc.

[0042] ZC can be used to calculate and generate movement authorizations for communication trains within its control range based on the position information reported by the communication trains and the track occupancy / vacancy information provided by the CI arranged routes and trackside equipment, thereby ensuring the safe operation of communication trains within its control area.

[0043] The VOBC can also communicate with the train control center to control traction, braking, and doors under the protection of the automatic train protection system. It monitors overspeed, target point overrun, and door status to ensure the train operates within the permitted envelope and automatically applies emergency braking if further safe operation becomes unsustainable. For example, the VOBC can be used to move onto the train's approach path after receiving movement authorization from the ZC.

[0044] The train operation control method provided by the embodiment of the present disclosure is described below in conjunction with Figure 2. The method includes steps S11 to S13.

[0045] Step S11 , obtaining a preset path, where the preset path is a path determined based on the first position and destination of the train.

[0046] In an example of this embodiment, the first position may be any position between the starting position and the destination of the train.

[0047] Determining a preset path based on the train's first position and destination can be based on a train route configuration table, or can be based on an overall perspective of the path taking into account time cost and accessibility, or can be based on other determination methods. In one example, all accessible paths between the train's first position and the destination can be determined, and then any one of these accessible paths can be selected as the preset path. In another example, all accessible paths between the train's first position and the destination can be determined, and then an optimal path can be selected from these accessible paths as the preset path. An accessible path can be understood as a path where all sections are idle or at least the section is idle when the train reaches the section.

[0048] In one example of this embodiment, the preset path may include a second optimal path determined based on the first position and destination of the train.

[0049] In this embodiment, a method for determining the second optimal path can be pre-defined. In one example of this embodiment, the second optimal path can be determined based on at least one of the following: the opening status information of the route signal of the first route among all accessible paths between the first location and the destination; the control method of all accessible paths; the number of routes included in all accessible paths; and the current opening position of the switch.

[0050] In one example, all available paths between a first location and a destination can be pre-obtained, a directed network topology of the paths constructed in real time, and stored in a database. The ATS traverses all currently available paths and prioritizes the path with an open signal on the first approach ahead of the train as the second-best path.

[0051] In another example, all reachable paths can be grouped into automatically controlled paths and manually controlled paths, and stored in separate arrays. Automatically controlled paths are preferentially selected as the second-best paths. It should be noted that the control methods for paths in this embodiment include both automatic and manual control. When all sections of a path are automatically controlled, the path is an automatically controlled path. When at least one section of a path is manually controlled, the path is a manually controlled path.

[0052] In another example, a train route may include multiple routes. The number of routes included in all achievable routes may be counted, and the route with the least number of routes may be preferentially selected as the second best route.

[0053] In another example, if there is a turnout in the obtained reachable path, the current direction position of the turnout can be obtained, and the path corresponding to the current direction position of the turnout can be used as the second optimal path. It can be understood that the current direction position of the turnout can be the fixed position or the reverse position.

[0054] In one example of this embodiment, the conditions for determining the optimal path, such as the open state information of the route signal of the first route among all accessible paths between the first location and the destination, the control method of all accessible paths, the number of routes included in all accessible paths, and the current opening position of the switch, can be prioritized. The optimal preset path is determined in order of priority. In other words, the open state information of the route signal of the first route among all accessible paths between the first location and the destination is first determined. If there is a path with an open route signal for the first route, then this path is determined to be the second optimal path; if not, then it is determined whether there is an automatically controlled path, and so on.

[0055] Step S12: while the train is traveling toward the destination along the preset path, a first optimal path from the second position of the train to the destination is obtained.

[0056] In one example of this embodiment, step S12 may include: when the train is traveling along the preset route to the destination and the preset route is unavailable to the train, obtaining a first optimal route from the second position of the train to the destination. In this example, the preset route being unavailable to the train may be, for example, due to a fault or being occupied by another train.

[0057] In one example of this embodiment, the second location can be a location in a route triggering section ahead of the train, a location in a switch triggering section ahead of the train, or any other location that may require an alternate route. In this example, obtaining the first optimal path from the second location of the train to the destination includes: obtaining the first optimal path from the second location of the train to the destination before the train reaches the second location.

[0058] In one example of this embodiment, before the train reaches the second position and the train becomes unavailable on the preset route, the first optimal route from the train's current position to the destination is obtained. Of course, the first optimal route from the train's current position to the destination can also be obtained when the train reaches the second position and the ATS sends a request to trigger the next route.

[0059] In an example of this embodiment, obtaining the first optimal path from the second position of the train to the destination includes: obtaining the first path between the second position and the destination; for any first path, receiving the open status information of the route signal of the first route in the first path; when the open status information of the route signal of the first route in the first path indicates that it is open, using the first path as the first optimal path.

[0060] In one example, the first optimal path can be obtained by the ATS. Before the train travels to the second position of the trigger section of the route ahead of the train according to the preset path, the ATS obtains all the first paths between the second position and the destination. At the same time, the ATS will also send a processing request for the first route in the preset path to the CI. When the first route is automatically processed successfully, the route signal of the route is in an open state. At this time, the ATS directly uses the first path where the route is located as the first optimal path. Alternatively, the first route of the preset path is not automatically processed successfully, and the dispatcher intervenes to open the route signal of the first route of a certain path. At this time, the ATS directly uses the first path where the route is located as the first optimal path.

[0061] In one example, before a train reaches the second position of the triggering section of the train's forward route along a preset route, the ATS can first send a request to the CI for the first route in the preset route. If the first route is automatically processed successfully, the ATS directly uses the preset route as the first optimal route. If the first route is not automatically processed successfully, the ATS will then obtain the first optimal route.

[0062] In this embodiment, if the first route in the preset path is under automatic control, that is, the route has been transferred to automatic control, the ATS will send a route processing request to the CI. The CI will receive the route processing request, process the route processing, and open the corresponding route signal after the route processing is successful. Alternatively, if the first route in the preset path is abnormally occupied or fails, the dispatcher can manually select the first route that can be manually controlled, process the first route in the manually controlled first path, and open the corresponding route signal after the first route processing is successful. It will be understood that in this embodiment, for the same train, the route signals of the first routes in multiple accessible paths ahead of the train will not be opened simultaneously.

[0063] In an example of this embodiment, obtaining the first optimal path from the second position of the train to the destination also includes: when the opening status information of the route signal of the first route in each first path indicates that it is not open, and there is a first path that is an automatically controlled path, any automatically controlled first path is used as the second path; and based on the second path, the first optimal path is determined.

[0064] In this embodiment, the control mode for each route in the automatic control path is automatic control. In one example, if a route signal in the path network is not configured for automatic control, this route is stored in the manual control route array. Only when all route signals in a route are configured for automatic control are this route stored in the automatic control route array. Each first route in the automatic control route array is treated as a second route. In other words, the second route is treated as the first route in the automatic control route array.

[0065] It is understood that a second path may or may not exist among all reachable paths determined based on the second location and the destination. When a second path exists, there may be multiple second paths.

[0066] In one example, when the number of the second path is one, the second path is directly used as the first optimal path.

[0067] In another example, when there are multiple second paths, determining the first optimal path based on the second paths includes: using the second path with the least number of routes as the third path; and determining the first optimal path based on the third path.

[0068] In one example, when the number of the third path is one, the third path is directly used as the first optimal path.

[0069] In another example, when there are multiple third paths and at least two third paths share a switch, determining the first optimal path based on the third paths includes: taking the third path corresponding to the current opening position of the switch as the first optimal path.

[0070] In one example of this embodiment, determining a first optimal path from a second position ahead of the train to a destination further includes: if the opening status information of the route signal of the first route in each of the first routes indicates that it is not open, and the first routes are all manually controlled routes, selecting the first route with the least number of routes as a fourth route; and determining the first optimal path based on the fourth route. In this embodiment, the control mode of at least one route in the manually controlled path is manual control.

[0071] It can be understood that when there is a manually controlled path among all reachable paths determined based on the second location and the destination, the number of the fourth paths may be one or more.

[0072] In one example, when the number of the fourth path is one, the fourth path is directly used as the first optimal path.

[0073] In another example, when there are multiple fourth paths and at least two fourth paths share a switch, determining the first optimal path based on the fourth paths includes: taking the fourth path corresponding to the current opening position of the switch as the first optimal path.

[0074] In an example of this embodiment, when the first optimal path obtained is a manually controlled path, the train operation control method of this embodiment also includes: obtaining a control mode for the first approach of the first optimal path; when the control mode for the first approach of the first optimal path is switched from manual control to automatic control, continuing to execute the step of determining the first optimal path from the second position of the train to the destination, so as to finally determine the first optimal path from the second position of the train to the destination.

[0075] In an example of this embodiment, the second position may be a position in the route trigger section, and obtaining the first optimal path from the second position of the train to the destination includes: after the train travels to the second position, obtaining the first optimal path from the current second position of the train to the destination.

[0076] In one example, as shown in Figure 3, a train is traveling from the illustrated location toward destination B. When the train reaches the triggering section of the route ahead of route signal S1, a first optimal path is obtained. For example, if all routes ahead of the train are idle, the first optimal path is the first route between route signals S1 and S2, the second route between route signals S2 and S5, and the third route between route signals S5 and S8.

[0077] When the train reaches the trigger section of the route ahead of route signal S2, the first optimal path from the train's current second position to the destination is obtained again. Assume that the second route between route signals S2 and S5 has not been successfully processed, that is, route signal S2 is not open, and the switch is currently in the direction of route signal S2 to S5. In this case, the first optimal path is the first route between route signals S2 and S3, the second route between route signals S3 and S4, and the third route between route signals S4 and S8.

[0078] Of course, the first optimal path for the train obtained during the triggering section of the route ahead of route signal S2 and during the triggering section of the route ahead of route signal S1 may partially overlap. Alternatively, the first optimal path for the train obtained during the triggering section of the route ahead of route signal S2 may be included in the first optimal path for the train obtained during the triggering section of the route ahead of route signal S1. Alternatively, the first optimal paths for the train obtained during the triggering section of the route ahead of route signal S2 and during the triggering section of the route ahead of route signal S1 may be completely different.

[0079] In one example of this embodiment, the triggering sections of the routes ahead of the train may be partially the same, entirely the same, or entirely different. In one example, as shown in FIG3 , the triggering sections of the first, second, and third routes ahead of the train may be the same section, such as the section between the illustrated position of the train and the route signal S1. In another example, the triggering sections of the first and second routes ahead of the train may be the same section, such as the section between the illustrated position of the train and the route signal S1. The triggering section of the third route may be the second route section between the route signal S2 and the route signal S5. In another example, the triggering section of the second route of the train may be the first route section between the route signal S1 and the route signal S2.

[0080] In the embodiment of the present disclosure, after each train reaches a trigger section of an approach or a switch, the optimal path from the current position of the train to the destination is obtained in real time, which can avoid the situation where the preset path is unreachable due to abnormal occupancy or failure of a section in the preset path, thereby ensuring the real-time and optimality of path planning.

[0081] Step S13: Control the train to travel to the destination along the first optimal path.

[0082] In an example of this embodiment, step S13 may be to send a control instruction to the VOBC so as to control the train to travel to the destination along the first optimal path through the VOBC.

[0083] In this embodiment, the train operation control method of this embodiment can be executed by the ATC master controller or by any subsystem in the system.

[0084] In one example, the train operation control method of this embodiment may include: the ATC master controller obtains a preset route from the ATS; and while the train is traveling along the preset route to a destination, after the train reaches a route trigger section of the preset route, controls the ATS to send a route processing request for a first optimal route to the CI, thereby obtaining the first optimal route in real time. After obtaining the first optimal route, the master controller sends a control instruction to the VOBC, thereby controlling the VOBC to control the train to travel along the first optimal route to the destination.

[0085] While a train is traveling along a preset route to its destination, the disclosed embodiment obtains the optimal route from the train's second position to the destination in real time and controls the train to travel along the optimal route. This approach enables automatic route adjustment, maximizing line operations and improving operational efficiency.

[0086] An embodiment of the present disclosure further provides a train operation control device, comprising a first acquisition module, a second acquisition module, and a control module.

[0087] The first acquisition module is used to acquire a preset path, where the preset path is a path determined based on the first position and destination of the train.

[0088] The second acquisition module is used to obtain a first optimal path from the second position of the train to the destination when the train travels to the destination along the preset path.

[0089] The control module is used to control the train to travel to the destination along the first optimal path.

[0090] Optionally, the second acquisition module is specifically used to: obtain the first path between the second location and the destination; for any first path, receive the open status information of the route signal of the first route in the first path; when the open status information of the route signal of the first route in the first path indicates that it is open, use the first path as the first optimal path.

[0091] Optionally, the second acquisition module is also specifically used for: when the open status information of the route signal of the first route in each first path indicates that it is not open, and there is a first path that is an automatic control path, any automatically controlled first path is used as the second path, and the control mode of each route in the automatic control path is automatic control; based on the second path, determine the first optimal path.

[0092] Optionally, when there are multiple second paths, determining the first optimal path based on the second paths includes: taking the second path containing the least number of routes as the third path; and determining the first optimal path based on the third path.

[0093] Optionally, when there are multiple third paths and at least two third paths share a switch, determining the first optimal path based on the third paths includes: taking the third path corresponding to the current opening position of the switch as the first optimal path.

[0094] Optionally, the second acquisition module is further specifically used for: when the opening status information of the route signal of the first route in each first path indicates that it is not open, and the first paths are all manually controlled paths, the first path containing the least number of routes is used as the fourth path, and the control method of at least one route in the manually controlled path is manual control; based on the fourth path, the first optimal path is determined.

[0095] Optionally, when there are multiple fourth paths and at least two fourth paths share a switch, determining the first optimal path based on the fourth paths includes: taking the fourth path corresponding to the current opening position of the switch as the first optimal path.

[0096] Optionally, the second position is a position in the route trigger section, and obtaining the first optimal path from the second position of the train to the destination includes: obtaining the first optimal path from the second position of the train to the destination before the train travels to the second position.

[0097] Optionally, the preset path includes a second optimal path determined based on the first position and destination of the train, and the second optimal path is determined based on at least one of the following: the opening status information of the route signal of the first route in the fifth path between the first position and the destination; the control method of the fifth path; the number of routes included in the fifth path; and the current opening position of the switch.

[0098] The disclosed embodiments provide a train operation control device that, while a train is traveling along a preset route to its destination, obtains the optimal route from the train's second position to the destination in real time and controls the train to travel along the optimal route. This system enables automatic route adjustment, maximizing line operations and improving operational efficiency.

[0099] The present disclosure also provides an electronic device, as shown in FIG4 . The electronic device 100 includes a memory 102 and a processor 101. The memory 102 is used to store computer instructions, and the processor 101 is used to call computer instructions from the memory to execute any of the train operation control methods in the above embodiments, and can achieve the same technical effects. To avoid repetition, they are not described here.

[0100] The embodiments of the present disclosure also provide a storage medium on which a computer program is stored. When the computer program is executed by a processor, it implements the train operation control method as described in any one of the above embodiments and can achieve the same technical effect. To avoid repetition, it will not be described here.

[0101] The embodiment of the present disclosure further provides an automatic train monitoring system, including the electronic device 100 as in the embodiment of the present disclosure.

[0102] The various embodiments of this disclosure are described in a progressive manner. Similar portions between the various embodiments can be referenced to each other, and each embodiment focuses on the differences from the other embodiments. In particular, the device and apparatus embodiments are generally similar to the method embodiments, so their descriptions are relatively simple. For relevant portions, reference can be made to the descriptions of the method embodiments.

[0103] The foregoing description describes specific embodiments of the present disclosure. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be performed in an order different from that described in the embodiments and still achieve the desired results. Furthermore, the processes depicted in the accompanying drawings do not necessarily require the specific order shown or the sequential order to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0104] The embodiments of the present disclosure may be systems, methods, and / or computer program products. The computer program product may include a computer-readable storage medium carrying computer-readable program instructions for causing a processor to implement various aspects of the present disclosure.

[0105] A computer-readable storage medium can be a tangible device that can hold and store instructions for use by an instruction execution device. A computer-readable storage medium can be, for example, but not limited to, an electrical storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), a static random access memory (SRAM), a portable compact disc read-only memory (CD-ROM), a digital versatile disk (DVD), a memory stick, a floppy disk, a mechanical encoding device, such as a punch card or a raised structure in a groove on which instructions are stored, and any suitable combination thereof. As used herein, a computer-readable storage medium is not to be construed as a transient signal per se, such as a radio wave or other freely propagating electromagnetic wave, an electromagnetic wave propagating through a waveguide or other transmission medium (e.g., a light pulse through a fiber optic cable), or an electrical signal transmitted through an electrical wire.

[0106] The computer-readable program instructions described herein can be downloaded from a computer-readable storage medium to each computing / processing device, or downloaded to an external computer or external storage device via a network, such as the Internet, a local area network, a wide area network, and / or a wireless network. The network can include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers. The network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards the computer-readable program instructions to be stored in the computer-readable storage medium in each computing / processing device.

[0107] The computer program instructions for performing the operations of the present disclosure may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, state setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Smalltalk, C++, and conventional procedural programming languages ​​such as "C" language or similar programming languages. Computer-readable program instructions may be executed entirely on a user's computer, partially on a user's computer, as an independent software package, partially on a user's computer, partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer via any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., utilizing an Internet service provider to connect via the Internet). In some embodiments, an electronic circuit, such as a programmable logic circuit, a field programmable gate array (FPGA), or a programmable logic array (PLA), may be personalized by utilizing the state information of the computer-readable program instructions. The electronic circuit may execute the computer-readable program instructions, thereby realizing various aspects of the present disclosure.

[0108] Various aspects of the present disclosure are described herein with reference to flowcharts and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the present disclosure. It should be understood that each block of the flowcharts and / or block diagrams, and combinations of blocks in the flowcharts and / or block diagrams, can be implemented by computer-readable program instructions.

[0109] These computer-readable program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, thereby producing a machine, so that when these instructions are executed by the processor of the computer or other programmable data processing device, a device is generated that implements the functions / actions specified in one or more blocks in the flowchart and / or block diagram. These computer-readable program instructions can also be stored in a computer-readable storage medium, where these instructions cause the computer, programmable data processing device, and / or other device to operate in a specific manner. Thus, the computer-readable medium storing the instructions comprises an article of manufacture that includes instructions for implementing various aspects of the functions / actions specified in one or more blocks in the flowchart and / or block diagram.

[0110] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device so that a series of operational steps are performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to implement the functions / actions specified in one or more blocks in the flowchart and / or block diagram.

[0111] The flowcharts and block diagrams in the accompanying drawings show the possible implementation architecture, functions and operations of the systems, methods and computer program products according to multiple embodiments of the present disclosure. In this regard, each box in the flowchart or block diagram can represent a module, program segment or part of an instruction, and the module, program segment or part of the instruction contains one or more executable instructions for implementing the specified logical function. In some alternative implementations, the functions marked in the box can also occur in an order different from that marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flowchart, and the combination of boxes in the block diagram and / or flowchart, can be implemented by a dedicated hardware-based system that performs the specified function or action, or can be implemented by a combination of dedicated hardware and computer instructions. It is well known to those skilled in the art that implementation by hardware, implementation by software, and implementation by a combination of software and hardware are all equivalent.

[0112] The embodiments of the present disclosure have been described above. The above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terms used herein are selected to best explain the principles of the embodiments, their practical applications, or technical improvements in the marketplace, or to enable other persons skilled in the art to understand the embodiments disclosed herein. The scope of the present disclosure is defined by the appended claims.

Claims

1. A train operation control method, wherein: include: Acquire a preset path, where the preset path is a path determined based on the first position and the destination of the train; When the train is traveling toward the destination along the preset path, obtaining a first optimal path from the second position of the train to the destination; The train is controlled to travel toward the destination along the first optimal path.

2. The method according to claim 1, wherein: The obtaining of a first optimal path from the second position of the train to the destination includes: When the preset path is unavailable to the train during the process of the train traveling toward the destination along the preset path, a first optimal path from the second position of the train to the destination is obtained.

3. The method according to claim 1, wherein: The obtaining of a first optimal path from the second position of the train to the destination includes: Acquire a first path between the second location and the destination; For any of the first paths, receiving the opening status information of the route signal of the first route in the first path; When the opening state information of the route signal of the first route in the first path indicates that it is open, the first route is used as the first optimal route.

4. The method according to claim 3, wherein: The obtaining of a first optimal path from the second position of the train to the destination further includes: In the case where the opening state information of the route signal of the first route in each of the first paths indicates that the route is not open, and there is a first route that is an automatic control route, any of the first routes that are automatically controlled is used as the second route, and the control mode of each route in the automatic control path is automatic control; The first optimal path is determined according to the second path.

5. The method according to claim 4, wherein: In the case that there are multiple second paths, determining the first optimal path according to the second paths includes: The second path including the least number of routes is used as the third path; The first optimal path is determined according to the third path.

6. The method according to claim 5, wherein: In the case where there are multiple third paths and at least two of the third paths share a switch, The determining the first optimal path according to the third path includes: The third path corresponding to the current opening position of the turnout is used as the first optimal path.

7. The method according to claim 3, wherein: The determining of a first optimal path from the second position ahead of the train to the destination also includes: In the case where the opening state information of the route signal of the first route in each of the first routes indicates that the route is not open, and the first routes are all manually controlled routes, the first route including the least number of routes is used as the fourth route, and the control mode of at least one route in the manually controlled paths is manual control; The first optimal path is determined according to the fourth path.

8. The method according to claim 7, wherein: In the case where there are multiple fourth paths and at least two of the fourth paths share a switch, The determining the first optimal path according to the fourth path includes: The fourth path corresponding to the current opening position of the turnout is used as the first optimal path.

9. The method according to claim 1, wherein: The second position is a position in a route trigger section or a switch trigger section, and obtaining a first optimal path from the second position of the train to the destination includes: Before the train travels to the second position, a first optimal path from the second position of the train to the destination is obtained.

10. The method according to claim 1, wherein: The preset path includes a second optimal path determined based on the first position and the destination of the train, and the second optimal path is determined based on at least one of any one of the following: information on the open state of a route signal of a first route in a fifth route between the first location and the destination; A control method of the fifth path; The number of routes included in the fifth path; The current direction of the turnout.

11. An electronic device, wherein: including memory and processor, The memory is used to store computer instructions, and the processor is used to call the computer instructions from the memory and perform the following steps: Acquire a preset path, where the preset path is a path determined based on the first position and the destination of the train; When the train is traveling toward the destination along the preset path, obtaining a first optimal path from the second position of the train to the destination; The train is controlled to travel toward the destination along the first optimal path.

12. The electronic device according to claim 11, wherein: The processor is used to call the computer instructions from the memory and is also used to perform the following steps: When the preset path is unavailable to the train during the process of the train traveling toward the destination along the preset path, a first optimal path from the second position of the train to the destination is obtained.

13. The electronic device according to claim 11, wherein: The processor is used to call the computer instructions from the memory and is also used to perform the following steps: Acquire a first path between the second location and the destination; For any of the first paths, receiving the opening status information of the route signal of the first route in the first path; When the opening state information of the route signal of the first route in the first path indicates that it is open, the first route is used as the first optimal route.

14. The electronic device according to claim 11, wherein: The processor is used to call the computer instructions from the memory and is also used to perform the following steps: Acquire a first path between the second location and the destination; For any of the first paths, receiving the opening status information of the route signal of the first route in the first path; When the opening state information of the route signal of the first route in the first path indicates that it is open, the first route is used as the first optimal route.

15. A storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, performs the following operations: Acquire a preset path, where the preset path is a path determined based on the first position and the destination of the train; When the train is traveling toward the destination along the preset path, obtaining a first optimal path from the second position of the train to the destination; The train is controlled to travel toward the destination along the first optimal path.

16. The storage medium according to claim 15, wherein when the computer program is executed by a processor, the computer program further performs the following operations: When the preset path is unavailable to the train during the process of the train traveling toward the destination along the preset path, a first optimal path from the second position of the train to the destination is obtained.

17. The storage medium according to claim 15, wherein when the computer program is executed by a processor, the computer program further performs the following operations: Acquire a first path between the second location and the destination; For any of the first paths, receiving the opening status information of the route signal of the first route in the first path; When the opening state information of the route signal of the first route in the first path indicates that it is open, the first route is used as the first optimal route.

18. An automatic train monitoring system, wherein: The electronic device comprises an electronic device, and the electronic device performs the following steps: Acquire a preset path, where the preset path is a path determined based on the first position and the destination of the train; When the train is traveling toward the destination along the preset path, obtaining a first optimal path from the second position of the train to the destination; The train is controlled to travel toward the destination along the first optimal path.

19. The automatic train monitoring system according to claim 18, wherein the electronic device is further configured to perform the following steps: When the preset path is unavailable to the train during the process of the train traveling toward the destination along the preset path, a first optimal path from the second position of the train to the destination is obtained.

20. The automatic train monitoring system according to claim 18, wherein the electronic device is further configured to perform the following steps: Acquire a first path between the second location and the destination; For any of the first paths, receiving the opening status information of the route signal of the first route in the first path; When the opening state information of the route signal of the first route in the first path indicates that it is open, the first route is used as the first optimal route.

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