Vehicle operation control method and system, device, storage medium, and program product

Abstract

A vehicle operation control method, comprising: receiving a line protection release instruction for a target track path, and acquiring information of vehicles having known positions on the target track path (401), the information of the vehicles having known positions comprising information of registered vehicles and / or information of marked vehicles having manually marked positions; and if it is determined, on the basis of the information of the vehicles having known positions and information of planned operating vehicles on the target track path, that a target vehicle unable to provide position information is present on the target track path (402), refusing to release a line protection state of the target track path (404). Safe line operation can be automatically ensured without relying on trackside equipment, thereby effectively improving the safety and management efficiency of rail vehicle operation, saving manpower, and reducing management costs. Further provided are a vehicle operation control system, a device, a storage medium, and a program product.

Description

Vehicle operation control methods, systems, equipment, storage media, and program products

[0001] This application claims priority to Chinese Patent Application No. 2024112048734, filed on August 29, 2024, entitled “Vehicle Operation Control Method, System, Device, Storage Medium and Program Product”, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of rail transit technology, and in particular to a vehicle operation control method, system, device, storage medium, and program product. Background Technology

[0003] Rail transit refers to a mode of transportation that utilizes rail systems, including various forms such as subways, light rail, trams, maglev trains, and high-speed railways. Due to its advantages such as large capacity, high efficiency, and low pollution, rail transit has become an important component of modern urban and regional transportation systems.

[0004] In the operation and management of rail transit, secondary vehicle occupancy detection equipment is typically deployed along the track to assist in vehicle position detection. If a non-communication vehicle is present and cannot communicate normally with the vehicle operation control system, the control system can identify the position of the non-communication vehicle through occupancy detection equipment, thus ensuring vehicle operation safety, even if it cannot obtain the vehicle's position through communication. However, this method relies heavily on occupancy detection equipment, and the procurement, installation, deployment, and maintenance of such equipment are very cumbersome, limiting its applicability. Summary of the Invention

[0005] The main objective of this application is to provide a vehicle operation control method, system, device, storage medium, and program product that can automatically ensure the safe operation of the line without relying on trackside equipment, effectively improving the safety and management efficiency of rail vehicle operation, and saving manpower and management costs.

[0006] In a first aspect, embodiments of this application provide a rail vehicle operation control method, comprising: receiving a line protection release command for a target track path, and obtaining known location vehicle information on the target track path; if it is determined, based on the known location vehicle information and the planned operation vehicle information on the target track path, that there is a target vehicle on the target track path that cannot provide location information, refusing to release the line protection status of the target track path.

[0007] In one embodiment, the method further includes: if the target vehicle is not present on the target track path, deactivating the line protection status of the target track path.

[0008] In one embodiment, the method further includes: if the known location vehicle information is inconsistent with the planned operation vehicle information, determining that the target vehicle exists on the target track path; if the known location vehicle information is consistent with the planned operation vehicle information, determining that the target vehicle does not exist on the target track path.

[0009] In one embodiment, the known location vehicle information includes registered vehicle information and manually marked vehicle information; the method further includes: if the information set formed by the registered vehicle information and the marked vehicle information is consistent with the planned operation vehicle information, then it is determined that the target vehicle does not exist on the target track path; if the information set is inconsistent with the planned operation vehicle information, then it is determined that the target vehicle exists on the target track path.

[0010] In one embodiment, the method further includes: if the information set is consistent with the planned vehicle information, after the line protection status of the target track path is deactivated, the section protection status of the marked vehicle on the target track path is activated according to the marked vehicle information; wherein, under the section protection status, the obstacle detection function of the communication vehicle running in the target section is activated.

[0011] In one embodiment, the method further includes: receiving location marker update information for the target vehicle; if the updated location of the target vehicle is not within the target segment, deactivating the protection status of the target segment; if the updated location of the marked vehicle is within the target segment, refusing to deactivate the protection status of the target segment.

[0012] In one embodiment, after deactivating the line protection status of the target track path, the method further includes: receiving vehicle deregistration information and activating the section protection status for the operating section occupied by the vehicle that lost its location on the target track path.

[0013] In one embodiment, after deactivating the line protection status of the target track path, the method further includes: receiving vehicle deregistration information and activating full-line protection status for the target track path.

[0014] In one embodiment, before receiving the command to remove the line protection for the target track path, the method further includes: after the vehicle operation control system is powered on, activating the line protection state for the target track path.

[0015] In one embodiment, the line protection state includes a full-line protection state, in which the protection area includes all routes on the target track path.

[0016] Secondly, embodiments of this application provide a vehicle operation control system, the control system comprising:

[0017] The vehicle manager is used to receive the line protection release command for the target track path, obtain the vehicle information of known positions on the target track path, and determine whether there are target vehicles on the target track path that cannot provide location information based on the vehicle information of known positions and the planned operation vehicle information on the target track path. The vehicle information of known positions includes registered vehicle information and / or manually marked vehicle information.

[0018] The line resource manager is used to refuse to remove the line protection status of the target track path if the target vehicle exists on the target track path;

[0019] In one embodiment, the line resource manager is further configured to deactivate the line protection status of the target track path if the target vehicle does not exist on the target track path.

[0020] In one embodiment, the vehicle manager is configured to determine that the target vehicle exists on the target track path if the known location vehicle information is inconsistent with the planned operation vehicle information; and to determine that the target vehicle does not exist on the target track path if the known location vehicle information is consistent with the planned operation vehicle information.

[0021] In one embodiment, the known location vehicle information includes registered vehicle information and manually marked vehicle information; the vehicle manager is configured to determine that the target vehicle does not exist on the target track if the information set formed by the registered vehicle information and the marked vehicle information is consistent with the planned operation vehicle information; and to determine that the target vehicle exists on the target track if the information set is inconsistent with the planned operation vehicle information.

[0022] In one embodiment, the line resource manager is further configured to, if the information set is consistent with the planned vehicle information, after deactivating the line protection status of the target track path, activate the segment protection status of the marked vehicle on the target track path according to the marked vehicle information; wherein, under the segment protection status, the obstacle detection function of the communication vehicle running in the target segment is activated.

[0023] In one embodiment, the vehicle manager is further configured to receive location marking update information for the marked vehicle and determine whether the updated location of the marked vehicle is within the target segment; the line resource manager is further configured to deactivate the protection status of the target segment if the updated location of the marked vehicle is not within the target segment.

[0024] In one embodiment, the line resource manager is further configured to receive vehicle deregistration information after the line protection status of the target track path is deactivated, and to activate the section protection status for the operating section occupied by the vehicle whose position has been lost on the target track path.

[0025] In one embodiment, the line resource manager is further configured to receive vehicle deregistration information and enable full-line protection for the target track path after the line protection status of the target track path is deactivated.

[0026] In one embodiment, the line resource manager is further configured to enable line protection for the target track path after the vehicle operation control system is powered on, before receiving the line protection release instruction for the target track path.

[0027] In one embodiment, the line protection state includes a full-line protection state, in which the protection area includes all routes on the target track path.

[0028] Thirdly, embodiments of this application provide a vehicle management device, including:

[0029] At least one processor; and

[0030] A memory that is communicatively connected to the at least one processor;

[0031] The memory stores instructions that can be executed by the at least one processor, which, when executed by the at least one processor, cause the electronic device to perform the method described in any of the above aspects.

[0032] Fourthly, embodiments of this application provide a cloud device, including:

[0033] At least one processor; and

[0034] A memory that is communicatively connected to the at least one processor;

[0035] The memory stores instructions that can be executed by the at least one processor, which, when executed by the at least one processor, cause the cloud device to perform the method described in any of the above aspects.

[0036] Fifthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the method described in any of the above aspects.

[0037] Sixthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the methods described in any of the above aspects.

[0038] The vehicle operation control method, system, device, storage medium, and program product provided in this application embodiment pre-activate track protection. When a protection release command is received, the system automatically detects whether there is a target vehicle on the track path whose location cannot be determined based on the vehicle information of known locations in the system. If such a target vehicle exists, the line protection is not released. In this way, as long as there is a target vehicle whose location cannot be determined, the line protection is not allowed to be released, thus avoiding collisions between other vehicles and target vehicles whose location cannot be determined. It can automatically ensure the safe operation of the line without relying on trackside equipment, effectively improving the safety and management efficiency of rail vehicle operation, and saving manpower and management costs. Attached Figure Description

[0039] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are some embodiments of this application, and that those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0040] Figure 1 is a structural schematic diagram of a vehicle management device provided in an embodiment of this application;

[0041] Figure 2 is a schematic diagram of an application scenario of a rail vehicle operation control system provided in an embodiment of this application;

[0042] Figure 3 is a schematic diagram of the architecture of a rail vehicle operation control system provided in an embodiment of this application;

[0043] Figure 4 is a flowchart illustrating a rail vehicle operation control method provided in an embodiment of this application;

[0044] Figure 5 is a flowchart illustrating a rail vehicle operation control method provided in an embodiment of this application;

[0045] Figure 6 is a structural schematic diagram of a rail vehicle operation control device provided in an embodiment of this application;

[0046] Figure 7 is a schematic diagram of the structure of a cloud device provided in an embodiment of this application.

[0047] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0048] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application.

[0049] In this article, the term "and / or" is used to describe the relationship between related objects. Specifically, it means that there can be three kinds of relationships. For example, A and / or B can mean: A exists alone, A and B exist at the same time, or B exists alone.

[0050] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation portals are provided for users to choose to authorize or refuse.

[0051] To clearly describe the technical solutions of the embodiments of this application, the terms involved in this application are first defined as follows:

[0052] ATO: Automatic Train Operation.

[0053] ATP: Automatic Train Protection.

[0054] ATS: Automatic Train Supervision.

[0055] SPKS: Signal and Power Control System.

[0056] VOBC: Vehicle On-Board Controller.

[0057] ID: Identity document, is an identity document number, account number, unique code, and exclusive number.

[0058] The rail vehicle operation control method of this application embodiment can be applied to any field of rail vehicle management. It is particularly suitable for scenarios where secondary occupancy detection equipment is difficult to install, or where rail lines that originally did not have secondary occupancy detection equipment need to be modified.

[0059] Rail transit refers to a mode of transportation that utilizes rail systems, including various forms such as subways, light rail, trams, maglev trains, and high-speed railways. Due to its advantages such as large capacity, high efficiency, and low pollution, rail transit has become an important component of modern urban and regional transportation systems.

[0060] In the operation and management of rail transit, secondary train occupancy detection equipment is typically deployed along the track to assist in train position detection. If a non-communication vehicle is present and unable to communicate normally with the system, the system can identify its position through occupancy detection equipment, thus ensuring safe train operation. However, this method heavily relies on occupancy detection equipment, the procurement, installation, deployment, and maintenance of which require significant costs and are subject to false detections. Furthermore, this approach is not suitable for depots without secondary occupancy detection equipment.

[0061] In related technologies, a depot management platform can be used to manage depots without secondary train occupancy detection equipment. When there is no secondary train occupancy detection equipment on the track path, route protection is managed through video surveillance and signal lights. However, video surveillance and red-light violation protection still rely on corresponding trackside equipment such as monitoring equipment and signal lights.

[0062] To address at least one of the aforementioned problems, this application provides a rail vehicle operation control scheme. By pre-activating track protection on the track path, upon receiving a protection deactivation command, the scheme automatically detects whether a target vehicle whose location cannot be determined exists on the track path based on known vehicle location information in the system and planned vehicle information on the target track path. If such a target vehicle exists, the track protection is not deactivated; otherwise, the track protection is deactivated. Under track protection, when a communication vehicle capable of obtaining its location is running on the track path, it can automatically activate obstacle detection to avoid collisions with target vehicles whose location cannot be determined. Thus, without relying on trackside equipment, the scheme automatically ensures safe track operation, effectively improving the safety and management efficiency of rail vehicle operation, and saving manpower and management costs.

[0063] The method described in this application embodiment can achieve vehicle safety protection without the need to lay secondary occupancy detection equipment on the line, which can significantly reduce the construction and maintenance costs of the line and realize a lighter and more intelligent rail transit construction.

[0064] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Where there is no conflict between the embodiments, the following embodiments and features can be combined with each other. Furthermore, the timing of the steps in the following method embodiments is merely an example and not a strict limitation.

[0065] As shown in Figure 1, this embodiment provides a vehicle management device 1, including at least one processor 11 and a memory 12. Figure 1 uses a single processor as an example. The processor 11 and the memory 12 are connected via a bus 10. The memory 12 stores instructions executable by the processor 11. These instructions are executed by the processor 11 to enable the vehicle management device 1 to perform all or part of the processes described in the following embodiments. This achieves automatic and safe operation of the line without relying on trackside equipment, effectively improving the safety and management efficiency of rail vehicle operation, and saving manpower and management costs.

[0066] In one embodiment, the vehicle management device 1 may be a mobile phone, tablet computer, laptop computer, desktop computer, or a large computing system composed of multiple computers.

[0067] Figure 2 is a schematic diagram of an application scenario 200 of a rail vehicle operation control system provided in an embodiment of this application. As shown in Figure 2, the system includes: a server 210 and a terminal 220, wherein:

[0068] Server 210 can be a data platform that provides rail vehicle operation control services, such as a vehicle automatic operation system platform in rail transit. In a real-world scenario, a vehicle autonomous operation system may have multiple servers 210; Figure 2 uses one server 210 as an example.

[0069] Terminal 220 can be a computer, mobile phone, tablet or other device used by the user to log in to the vehicle autonomous operation system. There can also be multiple terminals 220. Figure 2 illustrates two terminals 220 as an example.

[0070] Terminal 220 and server 210 can transmit information via the Internet, enabling terminal 220 to access data on server 210. Both terminal 220 and / or server 210 can be implemented by vehicle management device 1.

[0071] The rail vehicle operation control scheme of this application embodiment can be deployed on server 210, on terminal 220, or partially on server 210 and partially on terminal 220. The choice can be made based on actual needs in a real-world scenario, and this embodiment does not impose any limitations.

[0072] When all or part of the rail vehicle operation control scheme is deployed on server 210, the call interface can be opened to terminal 220 to provide algorithm support to terminal 220.

[0073] The method provided in this application embodiment can be implemented by vehicle management device 1 executing corresponding software code, and is achieved through data interaction with a server. Vehicle management device 1 can be a local terminal device. When the method runs on a server, it can be implemented and executed based on a cloud interaction system, which includes a server and client devices.

[0074] In one possible implementation, the method provided in this application provides a graphical user interface through a terminal device, wherein the terminal device may be the aforementioned local terminal device or a client device in the aforementioned cloud interaction system.

[0075] Figure 3 shows a schematic diagram of a rail vehicle operation control system according to an embodiment of this application. The vehicle operation control system mainly includes: a vehicle manager, a line resource manager, and an ATS (Automatic Train Protection System) connected to each other, wherein:

[0076] The vehicle manager is used to manage vehicle information for a target track path. This includes storing the number of vehicles operating on the track and their corresponding vehicle numbers. Before initial operation, the relevant vehicle information must be stored in the vehicle manager for each track line. Vehicle managers can be located in the control center and / or centralized station, communicating with various subsystems in the ATO via Ethernet. Depending on actual needs, each vehicle manager can be configured to manage a maximum of 35 vehicles; additional vehicle managers are required if more than 35 vehicles are needed.

[0077] The Track Resource Manager manages all trackside resources, including physical resources such as turnouts, platform doors, ESB buttons, SPKS and other trackside buttons and devices, as well as virtual resources such as track path resources and section status. These devices can connect to and communicate with the Track Resource Manager via hardwired I / O interfaces and Ethernet. The ATS (Automatic Train Protection) system is a crucial component of railway and metro systems for monitoring and controlling vehicle operation. It typically works in conjunction with other vehicle control systems (such as ATP and ATO) to ensure the safety and efficiency of vehicle operation.

[0078] In real-world scenarios, the control system can establish a communication connection with the vehicle's onboard controller to control the vehicle's operation. Dispatchers can log into the control system, perform related operations through the interactive interface, and send relevant commands to the ATS. The target track path can be set to be in a line protection state; in this state, the obstacle detection function of the communicating vehicles operating on the target track path is enabled.

[0079] When the Line Resource Manager receives a command to remove the full protection of the target track path, it sends a vehicle verification command to the Vehicle Manager based on the removal command.

[0080] When the vehicle manager receives a vehicle verification command, it obtains vehicle information at known locations on the target track path and determines whether there are target vehicles on the target track path that cannot provide location information based on the known location vehicle information and the planned operation vehicle information on the target track path.

[0081] The Line Resource Manager is also used to refuse to remove the line protection status of the target track path if the target vehicle exists on the target track path. If the target vehicle does not exist on the target track path, the line protection status of the target track path is removed.

[0082] Please refer to Figure 4, which illustrates a rail vehicle operation control method according to an embodiment of this application. This method can be executed by the vehicle management device 1 shown in Figure 1 and can be applied to the rail vehicle operation control application scenarios shown in Figures 2-3. It achieves automatic and safe line operation without relying on trackside equipment, effectively improving the safety and management efficiency of rail vehicle operation, and saving manpower and management costs. This embodiment uses terminal 220 as the execution end as an example, and the method includes the following steps:

[0083] Step 401: Receive the line protection release command for the target track path, obtain vehicle information at known locations on the target track path, and the line protection status of the target track path is pre-activated.

[0084] In this step, the known location vehicle information includes, but is not limited to, registered vehicle information and / or manually marked vehicle information. The target track path is in a protected state, such as a fully protected state. In this state, the obstacle detection function of the communication vehicles running on the target track path is enabled. The target track path refers to a designated line in rail transit, such as the rail line between city A and city B. For the initial operation of the target track path each day, the path status of all track sections of the target track path can be pre-set to a protected state, i.e., a protected state. In the protected state, vehicle operation can be restricted to ensure safety. The protection release command can be triggered by the dispatcher. To ensure vehicle safety, when the protection release command is received from the dispatcher, the known location vehicle information on the target track path is first obtained.

[0085] In one embodiment, the line protection state includes a full-line protection state, in which the protection area includes all routes on the target track path. The protection state can be a protection state for line resources, and the full-line protection area can cover all routes on the target track path. Because target vehicles without location information may exist on the target track path under full-line protection, the resources within the protection area are controlled when used by communication vehicles. Under full-line protection, all vehicles can be directly denied access to the target track path, or the operation of communication vehicles can be restricted. For example, when a communication vehicle enters the protection area, it needs to activate an obstacle detection system. It moves forward by sensing the protection, and the communication vehicle's movement authorization is calculated based on the safe distance of obstacle detection. This determines the safe distance at which the vehicle can operate if there are no obstacles detected ahead. This effectively ensures the safe operation of the communication vehicle within the protection area and prevents collisions with target vehicles.

[0086] In one embodiment, before step 401, the method further includes: after the system is powered on, activating the line protection state for the target track path.

[0087] In this embodiment, for the initial operation of the target track path each day, the target track path can be set to enable the line protection status after the system's line resource manager is powered on and started. For example, the full line protection status can be enabled to ensure the safety of the vehicles in the initial state.

[0088] In one embodiment, before step 401, the method further includes: in response to a vehicle's registration request regarding the target track path, obtaining the vehicle's configuration information; performing permission verification on the vehicle based on the planned vehicle information and the vehicle's configuration information; if the vehicle passes the permission verification, recording the vehicle as a registered vehicle for the target track path, and generating the vehicle's registration information; if the vehicle fails the permission verification, issuing a vehicle verification failure message.

[0089] In this embodiment, vehicle configuration information includes, but is not limited to, vehicle identity and performance information. Vehicles can register with the vehicle manager via the onboard VOBC. The vehicle manager reads the stored route operation vehicle management information and verifies the completeness, correctness, and route compatibility of the vehicle's configuration information. If the match is correct, the permission verification passes, the vehicle registration is completed, registration information is generated, and the vehicle is allowed to operate on the target route. If the permission verification fails, an alarm can be sent to the ATS (Automatic Train Protection System) indicating that the vehicle is not an operating vehicle for the target route, prompting the dispatcher to promptly handle the unauthorized vehicle. Pre-registration allows for unified management of vehicle information, improving management efficiency.

[0090] In real-world scenarios, dispatchers can perform power-on confirmation via the ATS (Automatic Train Protection) system on the workstation. Upon receiving the power-on confirmation command from the ATS, the Line Resource Manager updates the trackside equipment status to the currently collected real-time status, maintaining the settings for temporary speed limits, rain / snow modes, and protected area paths. Dispatchers can set / cancel temporary speed limits and rain / snow modes according to actual site conditions. It can automatically set all managed trackside resources and physical resources (such as switches, platform doors, and trackside buttons) to a safe-side state, i.e., switches open in four positions, platform doors not closed and locked, SPKS buttons activated, etc. It can also automatically set the safe-side state of all virtual resources, setting the managed area to the stored or minimum temporary speed limit before power failure, and setting rain / snow modes, etc.

[0091] Step 402: Based on the known location vehicle information and the planned vehicle information on the target track, determine whether there are any target vehicles on the target track that cannot provide location information. If so, proceed to step 404; otherwise, proceed to step 403.

[0092] In this step, the target vehicle refers to a non-communication vehicle whose location information cannot be obtained by the system. This includes, but is not limited to, unregistered vehicles, malfunctioning vehicles, and illegal vehicles not belonging to the target track path. In real-world scenarios, if such a target vehicle exists on the target track path, the system cannot determine its location, making it difficult for other vehicles to avoid it in time, which can easily lead to collisions and affect vehicle safety. Therefore, to ensure vehicle operation safety, when a protection unlock command for the target track path is received, the system first determines whether there is a target vehicle on the target track path that cannot provide location information based on the registered vehicle information. If so, proceed to step 404; otherwise, proceed to step 403.

[0093] In one embodiment, step 402 may specifically include: if the known location vehicle information is inconsistent with the planned operation vehicle information, determining that a target vehicle exists on the target track path; if the known location vehicle information is consistent with the planned operation vehicle information, determining that no target vehicle exists on the target track path.

[0094] In this embodiment, the planned vehicle information refers to the information of pre-planned vehicles operating on the target track path, which can be stored as a daily operating vehicle list. During the determination process, the vehicle manager can compare the known location vehicle information with the stored daily operating vehicle list. Vehicle information includes, but is not limited to, the number of vehicles and vehicle numbers; consistency means that both the vehicle number and the number of vehicles are the same. If the currently registered vehicle number is different from the vehicle number in the daily operating vehicle list, or if the number of registered vehicles is less than the number of vehicles in the daily operating vehicle list, it indicates that the target vehicle exists on the current target track path. If the currently registered vehicle number and vehicle number are both the same as the vehicle number and vehicle number in the daily operating vehicle list, a match is made, indicating that the target vehicle does not exist on the target track path. In this way, by comparing the known location vehicle information with the planned vehicle information, the existence of the target vehicle on the line can be accurately determined without relying on other trackside equipment, improving vehicle management efficiency.

[0095] In one embodiment, the known location vehicle information includes registered vehicle information and manually marked vehicle information. Step 402 may further include: if the information set formed by the registered vehicle information and the marked vehicle information is consistent with the planned operation vehicle information, then it is determined that there is no target vehicle on the target track path. If the information set is inconsistent with the planned operation vehicle information, then it is determined that there is a target vehicle on the target track path.

[0096] In this embodiment, the known location vehicle information includes registered vehicle information and manually marked vehicle information. If there are faulty vehicles on the target track path, such as vehicles with communication failures that cannot initiate the registration process with the system, these faulty vehicles are also considered target vehicles. The dispatcher can mark the location of the target vehicle and enter the location marking information of the target vehicle in the control system's interactive interface. In response to the location marking information, the control system can add the marked vehicle information to the matching process through the vehicle manager. If the number and related information (such as number information) of all registered vehicles plus marked vehicles are consistent with the pre-set operational vehicle list, it indicates that the location information of all vehicles on the target track path has been determined, and it is determined that there are no target vehicles on the target track path. The dispatcher can then unlock the line protection status of the target track path. Otherwise, if the number and related information of all registered vehicles plus marked vehicles are also inconsistent with the pre-set operational vehicle list, it indicates that there are still target vehicles on the target track path whose location information cannot be known.

[0097] Step 403: If there is no target vehicle on the target track path, deactivate the track protection status of the target track path.

[0098] In this step, if there is no target vehicle at an unknown location on the target track path, the line protection status of the target track path can be deactivated so that the resources of the target track path can be used normally by the communication vehicle, and the track resources can be used reasonably.

[0099] In one embodiment, the method further includes: if the information set matches the planned vehicle information, after deactivating the line protection status of the target track path, activating the section protection status for the target segment of the marked vehicle on the target track path based on the marked vehicle information. Under section protection status, the obstacle detection function of the communication vehicle operating within the target segment is activated.

[0100] In this embodiment, the protection state is a segment state that protects line resources. The setting range of the segment protection area is the route range of the target train, which can be between segments. The start and end points of the segment can be track logic segments or locations such as platforms, switches, storage lines and switching rails.

[0101] If the number and related information of all registered vehicles plus the marked vehicles match the pre-set operational vehicle list, it indicates that the location information of all vehicles on the target track path has been determined. However, since the location information of the marked vehicles is only marked, they cannot actually communicate normally with the control system. Therefore, to ensure vehicle operation safety, after unlocking the line protection status, it is also necessary to activate the section protection status for the target section where the marked vehicles are located. Because target vehicles may exist in the protected area, resources within the protected section are controlled when used by communication vehicles. When a communication vehicle enters the target section, the control system automatically activates the obstacle detection system, allowing it to advance by sensing the protection. The communication vehicle's movement authorization can be calculated based on the safe distance of obstacle detection, determining the safe operating distance for the vehicle based on the distance beyond which no obstacles are detected. This effectively ensures the safe operation of communication vehicles within the protected area, preventing collisions with target vehicles.

[0102] In one embodiment, the method further includes: receiving location tracking update information for the tracked vehicle. If the updated location of the tracked vehicle is no longer within the target segment, the protection status of the target segment is deactivated.

[0103] In this embodiment, after the protection status of the target section where the marked vehicle is located is activated, if the dispatcher directs the marked vehicle to safely run to another section and then updates the marked vehicle's position again, the system responds to the updated position marking information of the marked vehicle by first determining whether the updated position of the marked vehicle is within the target section where the protection status was originally activated. If not, it means that there is no target vehicle in the target section, and it is safe. The protection status of the target section can be unlocked so that the communication vehicle can use the track resources in the target section normally, thereby improving resource utilization.

[0104] Step 404: If a target vehicle exists on the target track path, refuse to deactivate the track protection status of the target track path.

[0105] In this step, if a target vehicle with an unknown location is identified on the target track, the track protection status of the target track will not be deactivated. This prevents collisions between the communication vehicle and the target vehicle, effectively ensuring the safe operation of the communication vehicle within the protected area.

[0106] In an optional implementation scenario, when the dispatcher triggers a release command for the line protection status of the target track path, the release command can be converted into a vehicle verification request through the line resource manager and sent to the vehicle manager for verification. The vehicle manager verifies all vehicles on the target track path. If the verification conditions are met, the vehicle manager replies to the line resource manager that the vehicle verification is successful and the release command can be executed. The line resource manager replies to the central system ATS that the release was successful. Otherwise, the vehicle manager replies to the line resource manager that the vehicle verification failed and the line protection status cannot be released. The line resource manager reports the release failure to the ATS.

[0107] In one embodiment, the method further includes: in response to a vehicle's resource request for a target track path, determining the target segment requested by the vehicle. If the target segment is not occupied, releasing the path resource usage right of the target segment to the vehicle. If the target segment is occupied, rejecting the vehicle's resource request.

[0108] In this embodiment, the vehicle can issue a resource request after step 403. For example, after the vehicle manager verifies the correctness of all vehicle information and allows the vehicle to complete registration, it communicates with various subsystems of the control system to exchange data. According to the vehicle operation plan preset by the central ATS, the ATS can send the operation plan to the onboard VOBC of the communicating vehicle. The onboard VOBC stores and executes the operation plan. The onboard VOBC can autonomously plan a route according to the operation plan and apply to the route resource manager for the right to use the route resources within the planned route range. For example, it can issue a resource request for a target track route to the route resource manager. The resource request can specify the requested route resource information. The system responds to the request and, through the route resource manager, determines whether to release the resources to the onboard VOBC of the current vehicle based on the application status. First, the target section requested by the current vehicle is determined according to the resource request. If other vehicles have already occupied the right-of-way for the target section, the route resource manager rejects the current vehicle's application for the right-of-way for the target section route. If the right-of-way for the target section route is not registered and occupied, the route resource manager allocates the right-of-way for the target section route to the onboard VOBC of the current vehicle and registers the current vehicle number. Using this method, vehicles autonomously plan routes and request resources according to the operational plan, ensuring continuous operation. During operation, the system can obtain all vehicle information, including location, speed, operational plan, and status, to guarantee vehicle safety.

[0109] In one embodiment, after step 403, the method further includes: receiving vehicle deregistration information, activating section protection for the operating section occupied by the vehicle with the lost location on the target track path, and issuing a notification message regarding the vehicle's lost location.

[0110] In this embodiment, during vehicle operation, factors such as the vehicle itself or the environment may cause the vehicle to degrade or become unable to provide its location information, such as a loss of communication with the control system, preventing the control system from knowing its location. Without protective intervention, this could potentially lead to a vehicle collision risk. Therefore, appropriate protective measures can be taken to ensure vehicle safety in cases of vehicle degradement or communication loss during rail transit operation.

[0111] Specifically, if a vehicle is downgraded during operation, such as when a communication vehicle abnormally deregisters from the line resource manager and loses communication, the vehicle's onboard VOBC cannot request and obtain track resources from the line resource manager. Therefore, after the vehicle is downgraded and comes to an emergency stop, it cannot continue to operate autonomously, and the vehicle will send a fault alarm to the central ATS.

[0112] After a downgraded vehicle and its vehicle manager are abnormally deregistered, the vehicle manager can send an alarm to the central ATS indicating that the vehicle's location is lost, prompting the dispatcher to mark the downgraded vehicle's location and remotely guide it off the production line. The dispatcher can mark the downgraded vehicle's location based on the alarm prompt.

[0113] The system can determine the current operating segment occupied by the downgraded vehicle based on the last line resource information requested by the line resource manager before it lost its location, and then activate the segment protection status for that operating segment. The protection status for that operating segment cannot be deactivated before the downgraded vehicle's location is marked, to prevent collisions between other vehicles and the downgraded vehicle.

[0114] Optionally, when the dispatcher issues a command to remove the protection status of a specified section through the ATS, the ATS issues a command to remove the protection status of the corresponding track resource to the line resource manager. The line resource manager sends a vehicle verification request to the vehicle manager. After the vehicle manager verifies the vehicle and the conditions are met, the line resource manager allows the protection status of the specified section path to be removed.

[0115] In one embodiment, after step 403, the method further includes: receiving vehicle deregistration information and activating full-line protection for the target track path.

[0116] In this embodiment, if a vehicle is abnormally deregistered during operation and its location cannot be provided, a full-line protection state can be activated on the target track path for operational safety. This ensures that the obstacle detection function of the communication vehicles running on the target track path is enabled, preventing other communication vehicles from colliding with the vehicle that has lost its location and guaranteeing operational safety.

[0117] The aforementioned rail vehicle operation control method allows for manual marking of the locations of unregistered vehicles, vehicles with communication interruptions, or other non-communication vehicles, ensuring that no vehicle has an unknown location throughout the entire line during operation. The vehicle manager verifies all vehicles on the line based on vehicle verification requests sent by the line resource manager. If verification passes, it replies "verification passed"; otherwise, it replies "verification failed." Only after receiving a successful verification does the line resource manager allow the removal of protected area paths. Otherwise, it does not allow the removal of any protected area path and sends a failure message to the central ATS. Operation can commence after all vehicle locations are confirmed; otherwise, by activating line protection status, it restricts perception-based operation, meaning all communication vehicles on the line operate under perception protection and speed limits.

[0118] By centrally managing the location, registration status, and tagging status of all vehicles along the entire line, the system compares and matches the information of registered and tagged vehicles with the planned number and corresponding IDs of vehicles operating on the route. This ensures that the actual number and IDs of vehicles in operation match the route's operational needs. If the match is correct, it indicates that the actual number of vehicles in operation matches the planned number of vehicles; otherwise, it indicates the presence of a target vehicle at an unknown location on the currently operating route. If, during initial operation or operation, the number and information of vehicles in operation do not match the planned route list due to fault degradation or other reasons, the system uses route resource management to set corresponding protection statuses for sections where target vehicles may exist. This allows communication vehicles to automatically activate sensing protection when running within the protected area, calculating the vehicle's movement authorization based on detectable route distances. This effectively ensures that vehicles with sensing protection activated can stop promptly when encountering target vehicles to avoid collisions, thus guaranteeing the safety and intelligence of route operation, effectively improving operational safety, providing dispatchers with effective management, and saving manpower and management costs.

[0119] This application provides a vehicle management method for rail transit scenarios without secondary occupancy detection equipment. It solves the safety protection problem on lines without such equipment, ensuring that the number and serial numbers of vehicles actually operating on the line match those planned for operation, thus guaranteeing operational safety. This method eliminates the need for laying secondary occupancy detection equipment or deploying other trackside devices such as video, laser, and ultrasonic sensors to detect vehicle occupancy, while still achieving vehicle management and safety protection against unauthorized vehicles entering the line. It solves the vehicle management problem on lines without secondary occupancy detection equipment and addresses the difficulty of installing secondary occupancy detection equipment on special lines such as those with empty tracks. It also reduces the construction and maintenance costs of trackside equipment, enabling a more lightweight and intelligent rail transit construction approach.

[0120] Please refer to Figure 5, which is a flowchart illustrating a rail vehicle operation control method according to an embodiment of this application. This method can be executed by the vehicle management device 1 shown in Figure 1 and can be applied to the rail vehicle operation control application scenarios shown in Figures 2-3. It achieves automatic and safe line operation without relying on trackside equipment, effectively improving the safety and management efficiency of rail vehicle operation and saving manpower and management costs. This embodiment uses terminal 220 as the execution end as an example, and the method includes the following steps:

[0121] Step 501: In response to the vehicle's registration request regarding the target track path, obtain the vehicle's configuration information.

[0122] Step 502: Verify the vehicle configuration information based on the planned vehicle information.

[0123] Step 503: If the vehicle's configuration information passes verification, record the vehicle as a registered vehicle for the target track path and generate the vehicle's registration information. Then proceed to step 505.

[0124] Step 504: If the vehicle configuration information fails verification, a vehicle verification failure message will be issued.

[0125] Step 505: In response to the full-line protection release command of the target track path, obtain the information of all registered vehicles and marked vehicles on the target track path.

[0126] Step 506: Determine whether the information set formed by the registered vehicle information and the marked vehicle information is consistent with the planned operation vehicle information. If yes, proceed to step 507. Otherwise, proceed to step 508.

[0127] Step 507: Deactivate the line protection status of the target track path, and activate the section protection status for the target section of the marked vehicle on the target track path according to the location marking information. Then proceed to step 509.

[0128] Step 508: Refuse to remove the line protection status of the target track path.

[0129] Step 509: During vehicle operation, in response to vehicle deregistration information, issue a notification message regarding vehicle location loss.

[0130] Step 510: Activate the section protection status for the operating section occupied by the vehicle whose position has been lost on the target track path.

[0131] For details of each step of the above-described rail vehicle operation control method, please refer to the relevant descriptions in the above embodiments, which will not be repeated here.

[0132] Please refer to Figure 6, which shows a vehicle operation control system 600 according to an embodiment of this application. This device can be applied to the vehicle management device 1 shown in Figure 1, and can also be applied to the rail vehicle operation control application scenarios shown in Figures 2-3, so as to achieve automatic and safe operation of the line without relying on trackside equipment, effectively improving the safety and management efficiency of rail vehicle operation, and saving manpower and management costs. The device includes: a line resource manager 601 and a vehicle manager 602. The functional principles of each module are as follows:

[0133] The line resource manager 601 is used to manage the trackside resources of the target track path, and when it receives the line protection release instruction for the target track path, it sends a vehicle verification instruction to the vehicle manager 602 according to the release instruction.

[0134] Vehicle Manager 602 is used to manage vehicle information on the target track path. When a vehicle verification command is received, it obtains vehicle information at known locations on the target track path. Based on the vehicle information at known locations and the planned vehicle information on the target track path, it determines whether there are target vehicles on the target track path that cannot provide location information. The vehicle information at known locations includes registered vehicle information and / or manually marked vehicle information.

[0135] The Line Resource Manager 601 is also used to refuse to remove the line protection status of the target track path if a target vehicle exists on the target track path.

[0136] The Line Resource Manager 601 is also used to remove the line protection status of the target track path if the target vehicle does not exist on the target track path.

[0137] In one embodiment, the vehicle manager 602 is configured to determine that a target vehicle exists on the target track path if the known location vehicle information is inconsistent with the planned operation vehicle information, and to determine that no target vehicle exists on the target track path if the known location vehicle information is consistent with the planned operation vehicle information.

[0138] In one embodiment, the known location vehicle information includes registered vehicle information and manually marked vehicle information. The vehicle manager 602 is configured to determine that no target vehicle exists on the target track path if the information set formed by the registered vehicle information and the marked vehicle information matches the planned operation vehicle information. Conversely, if the information set does not match the planned operation vehicle information, a target vehicle exists on the target track path.

[0139] In one embodiment, the line resource manager 601 is further configured to, if the information set matches the planned vehicle information, after deactivating the line protection status of the target track path, activate the segment protection status for the target segment of the marked vehicle on the target track path based on the marked vehicle information. Under the segment protection status, the obstacle detection function of the communication vehicle operating within the target segment is activated.

[0140] In one embodiment, the vehicle manager 602 is further configured to receive location marking update information for the marked vehicle and determine whether the updated location of the marked vehicle is within the target segment. The line resource manager 601 is further configured to deactivate the protection status of the target segment if the updated location of the marked vehicle is not within the target segment.

[0141] In one embodiment, the line resource manager 601 is further configured to receive vehicle deregistration information after the line protection status of the target track path is deactivated, and to activate the section protection status for the operating section occupied by the vehicle with the lost position on the target track path.

[0142] In one embodiment, the line resource manager 601 is further configured to receive vehicle deregistration information and enable full-line protection for the target track path after the line protection status of the target track path is deactivated.

[0143] In one embodiment, the line resource manager 601 is further configured to enable line protection for the target track path after the vehicle operation control system is powered on, before receiving a line protection release instruction for the target track path.

[0144] In one embodiment, the line protection status includes a full-line protection status, in which the protection area includes all routes on the target track path.

[0145] For a detailed description of the vehicle operation control system 600 described above, please refer to the description of the relevant method steps in the above embodiments. The implementation principle and technical effect are similar, and will not be repeated here in this embodiment.

[0146] Figure 7 is a schematic diagram of the structure of a cloud device 70 provided in an exemplary embodiment of this application. The cloud device 70 can be used to run the methods provided in any of the above embodiments. As shown in Figure 7, the cloud device 70 may include a memory 704 and at least one processor 705, with one processor being used as an example in Figure 7.

[0147] Memory 704 is used to store computer programs and can be configured to store various other data to support operations on cloud device 70. Memory 704 may be object storage (OSS).

[0148] The memory 704 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk.

[0149] The processor 705, coupled to the memory 704, is used to execute the computer program in the memory 704 to implement the solution provided in any of the above method embodiments. The specific functions and technical effects that can be achieved will not be elaborated here.

[0150] Furthermore, as shown in Figure 7, the cloud device also includes other components such as a firewall 701, a load balancer 702, a communication component 706, and a power supply component 703. Figure 7 only schematically shows some of the components and does not imply that the cloud device includes only the components shown in Figure 7.

[0151] In one embodiment, the communication component 706 in FIG. 7 is configured to facilitate wired or wireless communication between the device containing the communication component 706 and other devices. The device containing the communication component 706 can access wireless networks based on communication standards, such as WiFi, 2G, 3G, 4G, LTE (Long Term Evolution), 5G, or combinations thereof. In an exemplary embodiment, the communication component 706 receives broadcast signals or broadcast-related information from an external broadcast management system via a broadcast channel. In an exemplary embodiment, the communication component 706 also includes a Near Field Communication (NFC) module to facilitate short-range communication. For example, the NFC module may be implemented based on Radio Frequency Identification (RFID), Infrared Data Association (IrDA), Ultra Wide Band (UWB), Bluetooth, and other technologies.

[0152] In one embodiment, the power supply component 703 of FIG7 provides power to various components of the device in which the power supply component 703 is located. The power supply component 703 may include a power management system, one or more power supplies, and other components associated with generating, managing, and distributing power to the device in which the power supply component is located.

[0153] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the method of any of the foregoing embodiments.

[0154] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the method of any of the foregoing embodiments.

[0155] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For instance, the division of modules is only a logical functional division, and there may be other division methods in actual implementation. For example, multiple modules may be combined or integrated into another system, or some features may be ignored or not executed.

[0156] The integrated modules described above, implemented as software functional modules, can be stored in a computer-readable storage medium. These software functional modules, stored in a storage medium, include several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute some steps of the methods of the various embodiments of this application.

[0157] It should be understood that the aforementioned processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. A general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in the application can be directly manifested as execution by a hardware processor, or execution by a combination of hardware and software modules within the processor. The memory may include high-speed RAM (Random Access Memory), and may also include non-volatile memory (NVM), such as at least one disk storage device, and may also be a USB flash drive, external hard drive, read-only memory, disk, or optical disc, etc.

[0158] The aforementioned storage media can be implemented from any type of volatile or non-volatile storage device or a combination thereof, such as Static Random-Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The storage media can be any available medium accessible to general-purpose or special-purpose computers.

[0159] An exemplary storage medium is coupled to a processor, enabling the processor to read information from and write information to the storage medium. Alternatively, the storage medium can be an integral part of the processor. Both the processor and the storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and storage medium can exist as discrete components in an electronic device or host device.

[0160] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, garment, 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 a process, method, garment, 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, garment, or apparatus that includes that element.

[0161] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0162] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the methods of the various embodiments of this application.

[0163] The collection, storage, use, processing, transmission, provision, and disclosure of user data and other information involved in the technical solution of this application all comply with the provisions of relevant laws and regulations and do not violate public order and good morals.

[0164] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A method for controlling the operation of a rail vehicle, characterized in that, include: Receive a line protection release command for the target track path, and obtain vehicle information at known locations on the target track path. The vehicle information at known locations includes registered vehicle information and / or manually marked vehicle information. If, based on the known location vehicle information and the planned vehicle information on the target track, it is determined that there is a target vehicle on the target track that cannot provide location information, the line protection status of the target track is not lifted.

2. The method according to claim 1, characterized in that, Also includes: If the target vehicle is not on the target track path, the track protection status of the target track path is deactivated.

3. The method according to claim 1, characterized in that, include: If the known location vehicle information is inconsistent with the planned operation vehicle information, it is determined that the target vehicle exists on the target track path; If the known location vehicle information matches the planned operation vehicle information, it is determined that the target vehicle does not exist on the target track path.

4. The method according to claim 3, characterized in that, The known location vehicle information includes registered vehicle information and manually marked vehicle information; the method further includes: If it is determined that the information set formed by the registered vehicle information and the marked vehicle information is consistent with the planned vehicle information, then it is determined that the target vehicle does not exist on the target track path; If the information set is inconsistent with the planned vehicle information, then it is determined that the target vehicle exists on the target track path.

5. The method according to claim 4, characterized in that, Also includes: If the information set is consistent with the planned vehicle information, after the line protection status of the target track path is removed, the section protection status of the marked vehicle on the target section of the target track path is activated according to the marked vehicle information. During the protection of the section, the obstacle detection function of the communication vehicle operating in the target section is enabled.

6. The method according to claim 5, characterized in that, Also includes: Receive location marker update information for the marked vehicle; If the updated location of the marked vehicle is not within the target section, the protection status of the target section is lifted; If the updated location of the marked vehicle is within the target section, the protection status of the target section is not removed.

7. The method according to any one of claims 1-6, characterized in that, After the line protection status of the target track path is removed, the following is also included: Upon receiving vehicle cancellation information, the system activates the section protection status for the operating section occupied by the vehicle whose location has been lost on the target track path.

8. The method according to any one of claims 1-6, characterized in that, After the line protection status of the target track path is removed, the following is also included: Upon receiving vehicle deregistration information, activate full-line protection for the target track path.

9. The method according to any one of claims 1-6, characterized in that, Before receiving the command to remove the line protection for the target track path, the method further includes: After the vehicle operation control system is powered on, the line protection status is activated for the target track path.

10. The method according to any one of claims 1-6, characterized in that, The line protection status includes a full-line protection status, and in the full-line protection status, the protection area includes all routes on the target track path.

11. A vehicle management device, characterized in that, include: At least one processor; as well as A memory that is communicatively connected to the at least one processor; The memory stores instructions executable by the at least one processor, which, when executed by the at least one processor, cause the vehicle management device to perform the method according to any one of claims 1-10.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, implement the method as described in any one of claims 1-10.

13. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method as described in any one of claims 1-10.

14. A vehicle operation control system, characterized in that, include: The vehicle manager is used to receive the line protection release command for the target track path, obtain the vehicle information of known positions on the target track path, and determine whether there are target vehicles on the target track path that cannot provide location information based on the vehicle information of known positions and the planned operation vehicle information on the target track path. The vehicle information of known positions includes registered vehicle information and / or manually marked vehicle information. The line resource manager is used to refuse to remove the line protection status of the target track path if the target vehicle exists on the target track path.

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