CN113619654A - Train conflict management method, equipment and medium based on automatic train buckling - Google Patents
Train conflict management method, equipment and medium based on automatic train buckling Download PDFInfo
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- CN113619654A CN113619654A CN202110991584.3A CN202110991584A CN113619654A CN 113619654 A CN113619654 A CN 113619654A CN 202110991584 A CN202110991584 A CN 202110991584A CN 113619654 A CN113619654 A CN 113619654A
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- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
Abstract
The invention relates to a train conflict management method, equipment and a medium based on automatic train deduction, wherein the method judges whether a train arrives at a station, leaves the station and deducts the train or cancels the train deduction according to a configured conflict platform and a mark for cancelling the train deduction when arriving at the station and leaving the station; calculating the train buckling at the previous station of the reverse insertion station according to the running condition of the current station, ensuring the train to buckle and stop stably at the passenger carrying station on the main line, and waiting for the completion of the reverse insertion operation of the train in front; and then judging that the train is dispatched from the platform immediately when the train is cancelled at the platform according to the current state. Compared with the prior art, the invention can realize automatic car buckling, meet the requirement of reverse car plugging of the track line and reduce the waiting time of the front car.
Description
Technical Field
The invention relates to the field of rail transit control, in particular to a train conflict management method, equipment and medium based on automatic train buckling.
Background
The scheme that a newly added CBTC system is adopted and the existing TBTC system is compatible is adopted for implementing and transforming, the overall availability of the system is greatly improved, the influence on operation during engineering implementation is reduced to the minimum, the requirement of operation interval can be still kept under a degradation mode, and the practical operation requirements of high availability, high reliability, high efficiency and short interval are met.
The existing TBTC system divides the whole line section into an entrance section and an interval (except for individual special stations), the signal machine is only arranged at a turnout in the whole line, no independent interval signal machine or an exit signal machine exists, the entrance of a train on the positive line is defined as the section from the turnout protection signal machine to the reverse terminal signal machine (the entrance of a turn-back line and a parking line is the interval between two equidirectional signal machines), and all turnout-free partial lines between two interlocked centralized stations are defined as the interval. The method belongs to a mode of combining route block and interval block, route Interlocking (IMLK) realizes interval protection, and only one train is allowed on the same route; the interval block is based on the interval direction monitoring of the IMLK, the TMLK sends a control line to the track circuit to realize the train safety interval protection, and the safe tracking operation of a plurality of trains in the interval is ensured. The division of the train route and the section is shown in fig. 3;
in the TRANAVI CBTC system, direction control in a CBTC mode and safety interval protection in a backup mode are realized in all control areas through train routes. The range of the train route definition is from the starting end signal machine to the range covered by the nearest equidirectional terminal signal. Aiming at the existing station arrangement of the subway line, in order to meet the protection of the safety interval under the CBTC and the TBTC at the same time, the interlocking adopts a way of access blocking plus an interval direction circuit, and the direction is maintained after the direction is established. When all sections in the interval are idle, the direction of the interval can be changed by transacting a reverse route; when the vehicle occupies the space, the direction is released (no direction) through an auxiliary direction changing command, the time is delayed for 2 minutes (the existing system is 2 minutes, the TBTC + CBTC system is executed according to the mode of total human timing release, and the time is bypassed after the TSZ is received), and the space direction is immediately changed. The auxiliary square-changing operation steps are as follows:
(1) pressing an auxiliary party changing request at an original receiving station;
(2) pressing down an auxiliary square-changing confirmation at a primary station;
(3) changing the direction after time delay;
(4) if there is no branch station in the middle, the branch station automatically changes the direction after the two adjacent stations change the direction.
When the train stops outside the folding signal machine, and the folding direction is opposite to the section direction or has no direction, the interlocking can handle the folding route with the folding route mode (without distinguishing TBTC or CBTC vehicles), and the TD of the folding route is established until the next section of the platform rail, which is opposite to the TD of the rest section of the section. The direction of TMLK is only within the fold-in approach, which is opposite to the section direction of the platform rail. Before a folded access road is handled, the interlocking needs to check that a train is in a stable or idle state in an area with a certain distance in the downstream direction of a mobile authorization terminal so as to ensure that the train in the head-on direction can be stably stopped, and the distance is an ALS distance (calculated as 3-4 sections according to the current RTI). Taking P station as an example, the following three scenarios can be distinguished:
scene one: as shown in fig. 4, when the train 2 is out of the ALS range, a folded-in approach can be transacted for the train 1 to enter a P-station down platform, and meanwhile, the train 2 can also continue to operate until the EOA movement authorization terminal protects the TBTC train: when the folding entry is finished and the folding annunciator is opened, the interlocking does not need to cut off the direction of the TBTC, and only needs to set the ESS code position sent to the TMLK to be 0, namely the TMLK is pressed down as a platform emergency closing button, the TMLK calculates a control line by using the position, and the TD3 is used as a target distance terminal, so that the positive TBTC train can be prevented from entering a folding area.
Scene two: as shown in fig. 5, when the train 2 has entered the ALS range, it is necessary to handle the folding route for the train 1 after the train 2 stops, or to handle the folding route for the train 1 after the train 2 passes through the P station.
Scene three: as shown in fig. 6, when the train 2 has passed over the ALS range, the folding route cannot be cleared for the train 1, and the folding route can be cleared for the train 1 after the train 1 passes the P station.
With the rapid development of urban rail transit, passengers have strict requirements on operation safety, efficiency, service quality and the like. However, the subway line with the above special reverse car plugging function has the following problems:
(1) when the train runs in an interval, the train stops without fault, and can run again after the operation of inserting the train is completed;
(2) the train stays for too long time in the interval, the riding experience of passengers is seriously influenced, meanwhile, great cardiac stress and anxiety are brought to the passengers, and the passengers are easy to collide;
(3) when the train 2 runs to the EOA moving authorization of the P station in the early point, the train 2 must wait for the passage of the train, the train 1 can handle the folding entry, and the two trains cannot automatically adjust to the standard point to run in the subsequent on-line running;
(4) when the train stops in the interval, the auxiliary direction changing operation needs to be preferentially operated, the reverse car-inserting route can be handled after the general people know the time direction change, and the time for the front vehicle to stop in the interval is longer.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provides a train conflict management method, equipment and medium based on reverse car plugging, which have high automation degree and short waiting time.
The purpose of the invention can be realized by the following technical scheme:
according to a first aspect of the invention, a train conflict management method based on automatic train-taking is provided, which is characterized in that the method judges whether a train arrives at a station, leaves the station and takes out or takes out the train according to configured conflict stations and marks for canceling the train-taking out when arriving at the station; calculating the train buckling at the previous station of the reverse insertion station according to the running condition of the current station, ensuring the train to buckle and stop stably at the passenger carrying station on the main line, and waiting for the completion of the reverse insertion operation of the train in front; and then judging that the train is dispatched from the platform immediately when the train is cancelled at the platform according to the current state.
Preferably, the method comprises the following steps:
step S1: reading a configuration file, initializing information of each station and canceling a car-buckled mark when the station arrives;
step S2: when a train arrives at any one of the platforms in the centralized station, judging whether the train at the train-holding platform needs to be held, and simultaneously judging whether the train at the train-holding platform needs to be held or not according to the mark for canceling the train holding at the arrival and departure stations;
step S3: when any one platform train in the centralized station leaves the station, whether the train at the station needing to be buckled needs to be taken or not is judged according to the mark of canceling the buckling when the train arrives at the station and leaves the stationThe buckle eliminating vehicle.
Preferably, the step S1The method comprises the following steps:
step S11: detecting whether the configuration file exists, and if so, turning to step S12Otherwise, go to step S13；
Step S12: if the configuration file exists, reading the information of each station in the configuration file and carrying out rationality check;
step S13: if the configuration file cannot be read, the station has no reverse car plugging function, and the default centralized station has no reverse car plugging requirement.
Preferably, the step S1The parameters configured in the configuration file in (1) include: the system comprises a reverse car inserting platform, a car locking platform, an uplink turning-back platform, a downlink turning-back platform, a small station number and a platform number of the reverse car inserting platform, a small station number and a platform number of the car locking platform, a small station number and a platform number of the uplink turning-back platform, and a car locking canceling mark when the car arrives at a departure station.
Preferably, the step S2The method specifically comprises the following steps:
step S21: triggering a judgment logic after the train arrives at the station and stops stably, checking whether the platform is a train-fastening platform configured with a reverse inserting function, and if so, turning to the step S22Otherwise, directly ending;
step S22: checking whether the train is a planned train, if so, turning to the step S23Otherwise, directly ending;
step S23: checking whether the platform is provided with an automatic car-buckling or not, if not, turning to the step S24Otherwise, directly ending;
step S24: checking whether conflict train information exists, if so, turning to step S25Otherwise, directly ending;
step S25: sending an automatic car-fastening command and giving an alarm prompt at the same time;
step S26: judging whether the planned vehicle arriving at the station is the last node of the single way or not according to the mark of canceling the vehicle-taking-out when the planned vehicle arrives at the station, if so, turning to the step S27Otherwise, directly ending;
step S27: and sending a command of canceling the car-holding and giving an alarm prompt at the same time.
Preferably, the step S24The method specifically comprises the following steps: and inquiring the information of the conflicted trains in the trains according to the information of the current arrival trains, the arrival stations and the insertion point stations.
Preferably, the step S3The method specifically comprises the following steps:
step S31: triggering judgment logic when the train leaves the station and is stably stopped;
step S32: checking whether the platform is configured with a platform for canceling the vehicle-locking when the platform is out of the station with the reverse vehicle-inserting function, if so, turning to the step S33Otherwise, directly ending;
step S33: checking whether the train is a planned train, if so, turning to the step S33Otherwise, directly ending;
step S34: checking whether the car-fastening platform is set with car-fastening, if so, turning to step S34Otherwise, directly ending;
step S35: and sending a command of canceling the car-holding and giving an alarm prompt at the same time.
Preferably, the step S35The method specifically comprises the following steps: and judging and sending a command of canceling the train-taking out according to the current state, canceling the train-taking out at the platform, and immediately sending out the train at the platform at the moment, so that the train is prevented from stopping in an interval, and the automatic adjustment function of the train at the early and late points is reserved.
According to a second aspect of the present invention, there is provided an electronic device comprising a memory and a processor, the memory having stored thereon a computer program, wherein the processor, when executing the program, implements the method of claims 1-8.
According to a third aspect of the invention, there is provided a computer readable storage medium having a computer program stored thereon, wherein the program, when executed by a processor, implements the method of any one of claims 1 to 8.
Compared with the prior art, the invention has the following advantages:
1) the method of the invention avoids the interval trouble-free long-time parking under the scene of reverse car-plugging, and simultaneously reduces the waiting time of the front car, in the whole process, the dispatching operation is not needed to assist the changing of the direction, and the system automatically processes the route according to the plan to complete the car-plugging operation;
2) the whole process of the method is automatically finished without scheduling participation, thereby avoiding errors possibly caused by manual operation;
3) the method effectively ensures the sequence of the train, and cannot damage the existing automatic early-late adjustment function due to reverse car insertion;
4) the invention provides the user alarm prompt, and can timely know the reason for the automatic system car-locking.
Drawings
FIG. 1 is a flow chart of the automatic taxi-holding at the destination station according to the present invention;
FIG. 2 is a flow chart of the automatic stop-off process of the present invention;
FIG. 3 is a schematic diagram of a train route and section division;
FIG. 4 is a schematic diagram of the train 1 folded into the approach with the train 2 out of the ALS range;
fig. 5 is a schematic diagram of the train 2 entering the ALS range and the train 1 folding into the access;
fig. 6 is a schematic diagram of the train 1 folding into the route when the train 2 crosses the ALS range.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, shall fall within the scope of protection of the present invention.
The invention relates to a train conflict management method based on automatic car-buckling, which judges whether a train arrives at a station, leaves the station and buckles the train or cancels the car-buckling according to configured conflict stations and arrival and departure cancel car-buckling marks, and configures the station numbers and the station numbers of reverse car-inserting stations, the station numbers and the station numbers of car-buckling stations, the station numbers and the station numbers of uplink turning-back stations, the station numbers and the station numbers of downlink turning-back stations, the train-buckling canceling marks when arriving at the station and the like; and calculating the train buckling at the previous station of the reverse insertion station according to the running condition of the current station, ensuring the train to buckle and stop stably at the passenger carrying station on the main line, waiting for the completion of the reverse insertion operation of the train in front, and reducing the influence degree on passengers to the minimum. And then judging that the train is dispatched from the platform immediately when the train is cancelled at the platform according to the current state. The train is prevented from stopping in the interval, and meanwhile, the automatic adjustment function of the train at the early and late points can be kept. The method specifically comprises the following steps:
step S1: reading a configuration file, initializing information of each station and a mark for canceling car-buckled when the station arrives or departs;
step S11: detecting whether the configuration file exists, and if so, turning to step S12Otherwise, go to step S13；
Step S12: if the configuration file exists, reading the information of each station in the configuration file and carrying out rationality check;
step S13: if the configuration file cannot be read, the station has no reverse car plugging function, and the default centralized station has no reverse car plugging requirement.
Step S2: when a train at any one platform in the centralized station arrives at the station, judging whether the train at the train-holding platform needs to be held, and judging whether the train at the train-holding platform needs to be held or not according to the marks for canceling the train holding when the train arrives and leaves the station;
step S21: triggering a judgment logic after the train arrives at the station and stops stably, checking that the station is a train-fastening station with a reverse inserting function, and if so, turning to the step S22Otherwise, directly ending;
step S22: checking whether the train is a planned train, if so, turning to the step S23；
Step S23: checking whether the platform is provided with an automatic car-buckling or not, if not, turning to the step S24；
Step S24: inquiring the information of the conflicted trains in the train according to the information of the current arrival train, the arrival station platform and the insertion point platform, and if the conflicted train exists, turning to the step S25；
Step S25: sending an automatic car-fastening command and giving an alarm prompt at the same time;
step S26: judging whether the planned vehicle arriving at the station is the last node of the single way or not according to the mark of canceling the vehicle-taking-out when the planned vehicle arrives at the station, if so, turning to the step S27Otherwise, directly ending;
step S27: sending a command of canceling the car-holding and giving an alarm prompt at the same time;
step S3: when any one platform train in the centralized station leaves the station, whether the train at the train-holding platform needs to be cancelled or not is judged according to the train-getting-to-and-leaving cancellation marks.
Step S31: triggering judgment logic when the train leaves the station and is stably stopped;
step S32: checking that the platform is configured with a platform for canceling the car-locking when the platform leaves the station in the reverse car-inserting function, if so, turning to the step S33；
Step S33: checking whether the train is a planned train, if so, turning to the step S33；
Step S34: checking whether the car-fastening platform is set with car-fastening, if so, turning to step S34；
Step S35: and sending a command of canceling the car-holding and giving an alarm prompt at the same time.
The following detailed description of the application of the automatic train-fastening-based train collision management method to the reverse insertion operation of the rail train according to the embodiment of fig. 1 and 2
Fig. 1 shows the calculation flow of the automatic car deduction at the arrival station in the invention. The following steps are described in detail with reference to fig. 1, taking one calculation as an example:
step 501: reading parameters configured in a configuration file, wherein the parameters comprise reverse car inserting station small station numbers and station numbers, setting car buckling station small station numbers and station numbers, uplink turning back station small station numbers and station numbers, downlink turning back station small station numbers and station numbers, departure car buckling canceling marks and the like, and meanwhile checking the validity of the configuration parameters, wherein the absence of the configuration file indicates that the station does not comprise a reverse car inserting function;
step 502: triggering and calculating logic when the train arrives at the station and stops stably;
step 503: determining whether the station has a reverse car inserting function according to the size of the variable for storing the content of the configuration file;
step 504: judging whether the train is a planned train or not, if not, finishing, if so, judging whether the platform is provided with a buckled train or not, and if so, finishing;
step 505: determining whether the platform is the platform with the train buckled in the configuration file according to the arrival platform of the train, if not, directly ending, and if so, turning to step 506;
step 506: determining whether the station is a reverse car-inserting point, if yes, go to step 507;
step 507: judging whether the current time has conflict according to the inquired platform information and plan information, if so, turning to the step 508, otherwise, directly ending;
step 508: and after the conflict is confirmed, sending an automatic train-fastening command of the train to the station platform and giving an alarm prompt.
Fig. 2 shows a calculation flow of automatic deduction at the arrival station in the invention. The following steps are described in detail with reference to fig. 1, taking one calculation as an example:
step 501': the same step 502;
step 502': the same step 503 is performed;
step 503': in the same step 504, whether the station has set a car deduction is checked, and if not, the process is ended;
step 504': the same step 505 is carried out;
step 505': checking whether the arrival platform is the last point of the planned single pass, if so, indicating that the car inserting operation is finished, and the train of the car-holding platform can cancel the car holding;
step 506': and sending a command of canceling the platform car-locking and giving an alarm prompt at the same time.
The conflict management based on automatic platform car buckling can better solve the reverse car inserting requirement of the subway line, the whole car inserting operation is automatically completed, the possible manual misoperation is reduced, the warning prompt is given at the same time, and the user is convenient to remind. The train is prevented from stopping for a long time in an interval, the riding comfort of passengers is improved, and good guarantee is provided for stable operation of project sites.
It can be clearly understood by those skilled in the art that, for convenience and brevity of description, the specific working process of the described module may refer to the corresponding process in the foregoing method embodiment, and is not described herein again.
The electronic device of the present invention includes a Central Processing Unit (CPU) that can perform various appropriate actions and processes according to computer program instructions stored in a Read Only Memory (ROM) or computer program instructions loaded from a storage unit into a Random Access Memory (RAM). In the RAM, various programs and data required for the operation of the device can also be stored. The CPU, ROM, and RAM are connected to each other via a bus. An input/output (I/O) interface is also connected to the bus.
A plurality of components in the device are connected to the I/O interface, including: an input unit such as a keyboard, a mouse, etc.; an output unit such as various types of displays, speakers, and the like; storage units such as magnetic disks, optical disks, and the like; and a communication unit such as a network card, modem, wireless communication transceiver, etc. The communication unit allows the device to exchange information/data with other devices via a computer network such as the internet and/or various telecommunication networks.
The processing unit performs the various methods and processes described above, e.g., method S1～S3. For example, in some embodiments, method S1～S3May be implemented as a computer software program tangibly embodied in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and/or installed onto the device via ROM and/or the communication unit. When the computer program is loaded into the RAM and executed by the CPU, the above can be performedMethod S described1～S3One or more steps of (a). Alternatively, in other embodiments, the CPU may be configured to perform method S in any other suitable manner (e.g., by way of firmware)1～S3。
The functions described herein above may be performed, at least in part, by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: a Field Programmable Gate Array (FPGA), an Application Specific Integrated Circuit (ASIC), an Application Specific Standard Product (ASSP), a system on a chip (SOC), a load programmable logic device (CPLD), and the like.
Program code for implementing the methods of the present invention may be written in any combination of one or more programming languages. These program codes may be provided to a processor or controller of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the program codes, when executed by the processor or controller, cause the functions/operations specified in the flowchart and/or block diagram to be performed. The program code may execute entirely on the machine, partly on the machine, as a stand-alone software package partly on the machine and partly on a remote machine or entirely on the remote machine or server.
In the context of the present invention, a machine-readable medium may be a tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. The machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
While the invention has been described with reference to specific embodiments, the invention is not limited thereto, and various equivalent modifications and substitutions can be easily made by those skilled in the art within the technical scope of the invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (10)
1. A train conflict management method based on automatic train deduction is characterized in that the method judges whether a train arrives at a station, leaves the station and deducts the train or cancels the train deduction according to configured conflict stations and arrival and departure cancelling marks; calculating the train buckling at the previous station of the reverse insertion station according to the running condition of the current station, ensuring the train to buckle and stop stably at the passenger carrying station on the main line, and waiting for the completion of the reverse insertion operation of the train in front; and then judging that the train is dispatched from the platform immediately when the train is cancelled at the platform according to the current state.
2. The automatic train-fastening-based train conflict management method according to claim 1, characterized by comprising the following steps:
step S1: reading a configuration file, initializing information of each station and canceling a car-buckled mark when the station arrives;
step S2: when a train arrives at any one of the platforms in the centralized station, judging whether the train at the train-holding platform needs to be held, and simultaneously judging whether the train at the train-holding platform needs to be held or not according to the mark for canceling the train holding at the arrival and departure stations;
step S3: when any one platform train in the centralized station leaves the station, whether the train at the train-holding platform needs to be cancelled or not is judged according to the train-deducting mark for cancelling the train-deducting when the train arrives at the station.
3. The automatic train-fastening-based train collision management method according to claim 2, wherein the step S1The method comprises the following steps:
step S11: detecting whether the configuration file exists, and if so, turning to step S12Otherwise, go to step S13；
Step S12: if the configuration file exists, reading the information of each station in the configuration file and carrying out rationality check;
step S13: if the configuration file cannot be read, the station has no reverse car plugging function, and the default centralized station has no reverse car plugging requirement.
4. The automatic train-fastening-based train collision management method according to claim 3, wherein the step S1The parameters configured in the configuration file in (1) include: the system comprises a reverse car inserting platform, a car locking platform, an uplink turning-back platform, a downlink turning-back platform, a small station number and a platform number of the reverse car inserting platform, a small station number and a platform number of the car locking platform, a small station number and a platform number of the uplink turning-back platform, and a car locking canceling mark when the car arrives at a departure station.
5. The automatic train-fastening-based train collision management method according to claim 2, wherein the step S2The method specifically comprises the following steps:
step S21: triggering a judgment logic after the train arrives at the station and stops stably, checking whether the platform is a train-fastening platform configured with a reverse inserting function, and if so, turning to the step S22Otherwise, directly ending;
step S22: checking whether the train is a planned train, if so, turning to the step S23Otherwise, directly ending;
step S23: checking whether the platform is provided with an automatic car-buckling or not, if not, turning to the step S24Otherwise, directly ending;
step S24: checking whether conflict train information exists, if so, turning to step S25Otherwise, directly ending;
step S25: sending an automatic car-fastening command and giving an alarm prompt at the same time;
step S26: judging whether the planned vehicle arriving at the station is the last node of the single way or not according to the mark of canceling the vehicle-taking-out when the planned vehicle arrives at the station, if so, turning to the step S27Otherwise, directly ending;
step S27: and sending a command of canceling the car-holding and giving an alarm prompt at the same time.
6. The automatic train-fastening-based train collision management method according to claim 5, wherein the step S24The method specifically comprises the following steps: and inquiring the information of the conflicted trains in the trains according to the information of the current arrival trains, the arrival stations and the insertion point stations.
7. The automatic train-fastening-based train collision management method according to claim 1, wherein the step S is carried out3The method specifically comprises the following steps:
step S31: triggering judgment logic when the train leaves the station and is stably stopped;
step S32: checking whether the platform is configured with a platform for canceling the vehicle-locking when the platform is out of the station with the reverse vehicle-inserting function, if so, turning to the step S33Otherwise, directly ending;
step S33: checking whether the train is a planned train, if so, turning to the step S33Otherwise, directly ending;
step S34: checking whether the car-fastening platform is set with car-fastening, if so, turning to step S34Otherwise, directly ending;
step S35: and sending a command of canceling the car-holding and giving an alarm prompt at the same time.
8. The automatic train-fastening-based train collision management method according to claim 1, wherein the step S is carried out35The method specifically comprises the following steps: and judging and sending a command of canceling the train-taking out according to the current state, canceling the train-taking out at the platform, and immediately sending out the train at the platform at the moment, so that the train is prevented from stopping in an interval, and the automatic adjustment function of the train at the early and late points is reserved.
9. An electronic device comprising a memory and a processor, the memory having stored thereon a computer program, wherein the processor, when executing the program, implements the method of claims 1-8.
10. A computer-readable storage medium, on which a computer program is stored, which program, when being executed by a processor, carries out the method according to any one of claims 1 to 8.
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114162176A (en) * | 2021-11-17 | 2022-03-11 | 卡斯柯信号有限公司 | Interval vehicle inserting method, equipment and medium under double-mobile block system |
| CN114296422A (en) * | 2021-11-23 | 2022-04-08 | 卡斯柯信号有限公司 | Centralized station yard display and control method, equipment and medium based on CTC3.0 |
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| CN115320680A (en) * | 2022-10-17 | 2022-11-11 | 北京城建智控科技股份有限公司 | Method for determining time for fastening car due to fault delay |
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| CN113619654B (en) | 2023-04-18 |
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