WO2021104358A1 - 列车管理方法及系统 - Google Patents

列车管理方法及系统 Download PDF

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Publication number
WO2021104358A1
WO2021104358A1 PCT/CN2020/131710 CN2020131710W WO2021104358A1 WO 2021104358 A1 WO2021104358 A1 WO 2021104358A1 CN 2020131710 W CN2020131710 W CN 2020131710W WO 2021104358 A1 WO2021104358 A1 WO 2021104358A1
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Prior art keywords
train
area controller
movement authorization
authorization
area
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PCT/CN2020/131710
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English (en)
French (fr)
Inventor
廖洋
Original Assignee
比亚迪股份有限公司
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Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Priority to BR112022010004A priority Critical patent/BR112022010004A2/pt
Priority to US17/779,735 priority patent/US20230001966A1/en
Publication of WO2021104358A1 publication Critical patent/WO2021104358A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0072—On-board train data handling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0062—On-board target speed calculation or supervision
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/34—Control, warning or like safety means along the route or between vehicles or trains for indicating the distance between vehicles or trains by the transmission of signals therebetween
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B61L2027/204—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using Communication-based Train Control [CBTC]

Definitions

  • the present disclosure relates to the technical field of rail transit, and in particular to a train management method and system.
  • the Communication Based Train Control (Communication Based Train Control for short CBTC) realizes safe operation by providing each train with a corresponding movement authorization (Movement Authority for short MA).
  • the movement authorization includes the line range from the minimum safe back end of the train to the end point.
  • the zone controller (Zone Center for short ZC) controls the work of trackside equipment according to the instructions of the automatic train supervision system (Automatic Train Supervision for short ATS), for example,
  • the area controller sends corresponding movement authorization information to each train in the jurisdiction according to the track information in the jurisdiction.
  • the area controller corresponding to the jurisdiction area where the train leaves is called the handover area controller
  • the area controller corresponding to the jurisdiction area where the train enters is called the takeover area controller.
  • the train control system uses the segmented method to calculate the movement authorization of the train to manage the operation of the train, including when the train reaches the boundary point of the jurisdiction of the regional controller, the regional controller will take over and then calculate the movement authorization of the train, and cancel the transfer of the regional controller. Train information. This method may cause large speed fluctuations when switching movement authorizations, and even cause emergency braking, affect the safety of train operation, and reduce the driving safety of the entire system.
  • the present disclosure proposes a train management method and system to solve the problem of unreasonable train control when the regional controller is authorized to transfer.
  • the present disclosure proposes a train management method, which is applied to trains, and includes: when it is determined that the train enters a common management area, sending a registration request to a takeover area controller so that the takeover area controller Calculate the second movement authorization of the train according to the registration request, and exchange information with the handover area controller, wherein the co-management area is composed of part of the jurisdiction area of the handover area controller and the takeover area controller Part of the jurisdiction area; determine the target movement authorization according to the first movement authorization of the transfer area controller to the train and the second movement authorization of the takeover area controller to the train; in the common management area, Authorize driving according to the target movement.
  • the registration request is sent to the takeover area controller, so that the takeover area controller calculates the second movement authorization of the train according to the registration request, and controls it with the handover area.
  • the shared management area is composed of part of the jurisdiction of the handover area controller and part of the jurisdiction of the takeover area controller; and then according to the first movement authorization of the handover area controller to the train and the takeover area controller to the train.
  • the second mobile authorization determines the target mobile authorization; thus, in the co-managed area, travel according to the target mobile authorization.
  • the takeover area controller calculates the second movement authorization of the train and exchanges information with the handover area controller.
  • the first movement authorization of the train and the second movement authorization of the takeover area controller determine the target movement authorization.
  • the train can travel according to the target movement authorization in the co-managed area, avoiding road information due to the takeover area controller and the handover of the area controller.
  • the large gap results in large speed fluctuations when switching movement authorizations, avoids emergency braking, and improves ride comfort and train operation safety.
  • the present disclosure proposes a train management system, the system includes: an area controller, a train communicatively connected to the area controller; the area controller includes a handover area controller and a takeover area controller; The handover area controller is used to calculate the first movement authorization of the train, and the takeover area controller is used to calculate the second movement authorization of the train when receiving the registration request sent by the train, and The handover area controller performs information exchange.
  • the first movement authorization of the train is calculated by the handover area controller
  • the second movement authorization of the train is calculated when the registration request sent by the train is received by the takeover area controller
  • And carry out information interaction with the handover area controller Therefore, it is possible to send a registration request to the takeover area controller when the train enters the common management area, and the takeover area controller calculates the second movement authorization of the train and exchanges information with the handover area controller.
  • the first movement authorization of the train and the second movement authorization of the takeover area controller determine the target movement authorization.
  • the train can travel according to the target movement authorization in the co-managed area, avoiding road information due to the takeover area controller and the handover of the area controller
  • the large gap results in large speed fluctuations when switching movement authorizations, avoids emergency braking, and improves ride comfort and train operation safety.
  • the present disclosure proposes a computer-readable storage medium on which a computer program is stored, and when the program is executed by a processor, the steps of any one of the above-mentioned methods are implemented.
  • the takeover area controller calculates the train’s The second movement authorization, and information exchange with the handover area controller, so as to determine the target movement authorization according to the handover area controller’s first movement authorization for the train and the takeover area controller’s second movement authorization.
  • the train can travel according to the target movement authorization, which avoids the large speed fluctuations when switching movement authorization due to the large road information gap between the takeover area controller and the handover area controller, avoids emergency braking, improves ride comfort and Safety of train operation.
  • the present disclosure proposes an electronic device, including: a memory on which a computer program is stored; and a processor, configured to execute the computer program in the memory, so as to implement any of the methods described above. step.
  • the electronic device of the embodiment of the present disclosure by implementing the above-mentioned train management method, it is possible to send a registration request to the takeover area controller when the train enters the common management area, and the takeover area controller calculates the second movement authorization of the train and communicates with the handover.
  • the area controller exchanges information to determine the target movement authorization according to the first movement authorization of the handover area controller to the train and the second movement authorization of the takeover area controller.
  • the train can travel according to the target movement authorization in the co-managed area. It avoids large speed fluctuations when switching movement authorization due to the large road information gap between the takeover area controller and the handover area controller, avoids emergency braking, and improves ride comfort and train operation safety.
  • Fig. 1 is a flowchart of a train management method provided according to an embodiment of the present disclosure.
  • Fig. 2 is a flowchart of a train management method according to another embodiment of the present disclosure.
  • Fig. 3 is a flowchart of a train management method according to another embodiment of the present disclosure.
  • Fig. 4 is a flowchart of a train management method provided according to another embodiment of the present disclosure.
  • Fig. 5 is a flowchart of a train management method provided according to another embodiment of the present disclosure.
  • Fig. 6 is a block diagram of a train management system provided according to an embodiment of the present disclosure.
  • Fig. 7 is a block diagram of an electronic device provided according to an embodiment of the present disclosure.
  • the takeover area controller When the train reaches the boundary point of the jurisdiction of the area controller, the takeover area controller needs to calculate the movement authorization of the train to control the operation of the train. This process may be due to the road information gap between the takeover area controller and the handover area controller. Larger, resulting in greater speed fluctuations when switching movement authorization, and even emergency braking, affecting the safety of train operation.
  • the handover area controller transfers the train to the takeover area controller, it will cancel the train information of the train in the handover area controller.
  • the handover area controller cannot calculate the movement of other trains in the jurisdiction based on the vehicle information of the train. Authorization reduces the driving safety of the entire system.
  • Fig. 1 is a flowchart of a train management method provided according to an embodiment of the present disclosure. This method is applied to trains. As shown in Figure 1, the train management method includes:
  • the above-mentioned common management area is composed of part of the jurisdiction area that is handed over to the area controller and part of the jurisdiction area that takes over the area controller.
  • the co-managed area is calculated based on the highest speed of the train in the jurisdiction, the registration request received by the area controller, and the calculation of the speed of the second movement authorization.
  • the part of the jurisdiction area transferred to the area controller and the part of the takeover area controller are calculated. Composition of jurisdictions. For example, if the maximum vehicle speed in the handover area controller is 240 kilometers per hour, and the takeover area controller needs 30 seconds to calculate the second movement authorization, the co-managed area is calculated to be 2 kilometers.
  • the handover area controller When the train is running within the jurisdiction of the handover area controller, the handover area controller performs the first movement authorization calculation on the train according to the switch information, signal light information and other trackside equipment information in the jurisdiction area. At this time, the train runs according to the first movement authorization. . If the train is heading to the jurisdiction of the takeover area controller, it will send a registration request to the takeover area controller when it is determined that the train has entered the common management area, and the takeover area controller will calculate based on the trackside equipment information such as turnout information and signal light information in the jurisdiction area. The second movement authorization for this train. The takeover area controller and the handover area controller establish information interaction, which can confirm the information in the co-management area, which includes turnout information, thereby improving the accuracy of calculating the second movement authorization and the handover area control calculating the first movement authorization.
  • the train determines the target movement authorization within the road section according to the received first movement authorization and the second movement authorization, so that the train can travel in the shared management area according to the determined target movement authorization.
  • the takeover area controller calculates the second movement authorization of the train and exchanges information with the handover area controller.
  • the handover area controller is based on the train
  • the first mobile authorization and the second mobile authorization of the takeover area controller are determined to determine the target mobile authorization, so that the trains in the co-managed area can travel according to the target mobile authorization, avoiding the road information gap between the takeover area controller and the handover area controller Larger, resulting in greater speed fluctuations when switching movement authorization, avoiding emergency braking, and improving ride comfort and safety of train operation.
  • the movement authorization is used to indicate the line range of the obstacle ahead from the current position of the train.
  • the above-mentioned target is determined based on the first movement authorization of the handover area controller for the train and the second movement authorization of the takeover area controller for the train.
  • Mobile authorization including:
  • Fig. 2 is a flowchart of a train management method according to another embodiment of the present disclosure. As shown in Figure 2, the train management method includes:
  • the front obstacle in the movement authorization may be the end point, the switch, the front train, etc. in the direction of travel.
  • Movement authorization is used to indicate the line range of the obstacle ahead from the current position of the train. For example, at the end of the direction of train 1#, a faulty train 2# is parked 5 kilometers away from the current position of train 1#, of which 2#
  • the minimum safe back-end distance of train #1 is 5 kilometers
  • the movement authorization is used to indicate the minimum safe back-end distance of train #2.
  • the minimum safe back-end distance of train #1 is a 5-km line range.
  • the first movement authorization received at a certain moment is a movement authorization within a line range of 500 meters to 1 kilometer ahead
  • the second movement authorization received at a certain time is a movement authorization within a line range of 500 meters to 1.2 kilometers ahead, because the first The end point of the movement authorization is 1 km away from the current train position, which is closer than the end point of the second movement authorization to 1.2 km away from the current position of the train. Therefore, the first movement authorization whose end point of the line range indicated by the movement authorization is closer to the current position of the train is selected as the target movement authorization. And authorized to drive according to the target mobile.
  • the first movement authorization received at a certain moment is a movement authorization within a line range of 500 meters to 1.5 kilometers ahead
  • the second movement authorization received is a movement authorization within a line range of 400 meters to 1.2 kilometers ahead.
  • the end point of the mobile authorization is 1.2 kilometers away from the current train position, which is closer than the end point of the first mobile authorization 1.5 kilometers away from the current train position. Therefore, the second mobile authorization whose end point of the line range indicated by the mobile authorization is closer to the current position of the train is selected as the target mobile authorization , And authorize driving according to the target movement.
  • the train can select the movement authorization whose end point of the line range indicated by the movement authorization is close to the current position of the train as the target movement authorization, thereby achieving reasonable speed control and improving the safety of train operation.
  • determining that the train enters the common management area includes: determining that the minimum safe rear end of the train enters the common management area.
  • the position of the front of the train can be determined according to the position information of the driver's cab of the activated train, and then the safe position of the train can be determined according to the position of the front of the train and the length of the train.
  • the safe position of the train may include the safe front end of the train and the safe rear end of the train.
  • Train safety front that is, the position range of the maximum and minimum safety front of the train.
  • the maximum safe front end refers to the position of the train head determined according to the positive error of the train positioning data and accuracy
  • the minimum safe front end refers to the position of the train head determined according to the negative error of the train positioning data and accuracy.
  • the corresponding train safety backend refers to the position range of the maximum and minimum safety backends of the train, where the maximum safety backend refers to the position of the rear of the train determined according to the positive error of the train positioning data and accuracy, as well as the length of the train, and the minimum safety
  • the front end refers to the position of the rear of the train determined according to the negative error of the train positioning data and accuracy, as well as the length of the train.
  • the safe position of the train is the range from the maximum safe front end of the train to the minimum safe rear end of the train.
  • the train management method further includes: if the train is running in the shared area, the communication with the area controller is interrupted, then the train is braked.
  • Fig. 3 is a flowchart of a train management method according to another embodiment of the present disclosure. As shown in Figure 3, the train management method includes:
  • S302. Determine the target movement authorization according to the first movement authorization of the handover area controller for the train and the second movement authorization of the takeover area controller for the train.
  • the train when the train is running in the co-managed area, if the communication with the area controller is interrupted, for example, the first mobile authorization is not received, only the second mobile authorization is received, or the second mobile authorization is not received, and only the first mobile authorization is received. Authorization, or neither the second movement authorization nor the first movement authorization is received, and the train brakes.
  • the communication with the transfer area controller is interrupted. At this time, only the second movement authorization is received, and the train performs active degrading braking.
  • the automatic operation of the original train monitoring system reduces the control level and starts to control move.
  • the handover area controller interacts with the takeover area controller to obtain the location information of the train.
  • the handover area controller marks the section occupied by the train as an occupied state to recalculate the movement authorization of other trains in the jurisdiction.
  • the communication with the takeover area controller is interrupted. At this time, only the first movement authorization is received, and the train performs active degrading braking.
  • the automatic operation of the original train monitoring system reduces the control level and starts brake.
  • the handover area controller interacts with the takeover area controller to obtain the location information of the train, and the takeover area controller marks the section occupied by the train as occupied to recalculate the movement authorization of other trains in the jurisdiction.
  • the communication with the handover area controller and the takeover area controller is interrupted.
  • the train is controlled from CBTC to fully automatic operation and the control level is reduced to restrict manual driving and forced braking.
  • the train will occupy the The section is marked as occupied, and other trains approaching this section are transferred and authorized by the regional controller to prohibit entering the section.
  • a normal running train will display information according to the on-board display of the signal machine, prompting the establishment of a train controlled and protected Driving in iATP mode.
  • the train management method further includes: when it is determined that the maximum safe front end of the train leaves the common management area, sending a handover request to the handover area controller, so that the handover area controller stops calculating the first movement authorization.
  • Fig. 4 is a flowchart of a train management method provided according to another embodiment of the present disclosure. As shown in Figure 4, the train management method includes:
  • S402. Determine the target movement authorization according to the first movement authorization of the handover area controller for the train and the second movement authorization of the takeover area controller for the train.
  • the train when it is determined that the maximum safe front end of the train leaves the condominium area, the train sends a handover request to the handover area controller, and the handover area controller stops calculating the first movement authorization, but at this time, the takeover area controller will give the second movement authorization It is sent to the handover area controller through information exchange.
  • the first movement authorization received by the train and the second movement authorization received by the takeover area controller are the same movement authorization, and the train runs in accordance with the second movement authorization.
  • the 1# train when the 1# train is determined to leave the condominium area with the maximum safety front end, the 1# train sends a handover request to the handover area controller, that is, the movement authorization of the 1# train is handed over to the takeover area controller, and the handover area controller receives the transfer request.
  • the handover area controller obtains the second movement authorization of the 1# train through information interaction, and adjusts the first movement authorization of other normal running trains within the jurisdiction of the handover area controller according to the second movement authorization of the 1# train.
  • the 1# train runs according to the received second movement authorization of the handover area controller and the received second movement authorization of the takeover area controller.
  • the train management method further includes: when it is determined that the minimum safe rear end of the train leaves the common management area, sending a cancellation request to the handover area controller.
  • Fig. 5 is a flowchart of a train management method provided according to another embodiment of the present disclosure. As shown in Figure 5, the train management method includes:
  • the sent deregistration request includes the location information of the train
  • the handover area controller can calculate the movement authorization of the trains running in the jurisdiction based on the location information, so as to avoid conflicts in the geographic location of the trains and affect the jurisdiction.
  • the running of the train running inside improves the safety of train running.
  • the cancellation request sent by train #1 to the handover area controller includes the position information of train #1, and the handover area controller uses the minimum safe rear end of train #1 as the general front train position information, and calculates the trains running in the jurisdiction. Mobile authorization.
  • the train if the train does not send a cancellation request to the handover area controller when it is determined that the minimum safe rear end of the train is leaving the condominium area, the train sends an alarm prompt through the alarm device in the cab, and continues according to the second movement authorization Drive, and send a logout request to the takeover area controller. After receiving the logout request, the takeover area controller sends the logout request to the handover area controller during the periodical interaction with the handover area controller.
  • the handover area controller can calculate the movement authorization of other trains in the jurisdiction based on the vehicle information of the train, which improves the overall system Driving safety.
  • Fig. 6 is a block diagram of a train management system provided according to an embodiment of the present disclosure.
  • the train management system 600 includes: an area controller 610 and a train 620 that is communicatively connected with the area controller 610.
  • the above-mentioned area controller 610 includes a handover area controller 6101 and a takeover area controller 6102;
  • the aforementioned handover area controller 6101 is used to calculate the first movement authorization of the train 620
  • the aforementioned takeover area controller 6102 is used to calculate the second movement authorization of the train 620 when receiving the registration request sent by the train 620, and to calculate the second movement authorization of the train 620.
  • the area controller 6101 performs information exchange.
  • the train when the train is determined to enter the common management area, it sends a registration request to the takeover area controller, and the takeover area controller calculates the second movement authorization of the train and exchanges information with the handover area controller.
  • the first movement authorization of the handover area controller to the train and the second movement authorization of the takeover area controller to the train are determined to determine the target movement authorization.
  • the train in the shared management area can travel according to the target movement authorization, avoiding the takeover of the area controller
  • There is a large gap between the road information of the handover area controller which causes large speed fluctuations when switching movement authorization, avoids emergency braking, and improves ride comfort and train operation safety.
  • the handover area controller 6101 is further configured to stop calculating the movement authorization for the train 620 when receiving the handover request sent by the train 620; when receiving the cancellation request sent by the train 620, according to the train 620 in the cancellation request Calculate the movement authorization of trains in the jurisdiction.
  • the train 620 includes an on-board controller for receiving the first movement authorization and the second movement authorization;
  • the train 620 is controlled to travel in the condominium area.
  • the on-board controller is also used to control the brake of the train 620 when the communication with the area controller 610 is interrupted when the train 620 is running in the common management area.
  • Fig. 7 is a block diagram of an electronic device provided according to an embodiment of the present disclosure.
  • the electronic device 1900 may be provided as a server.
  • the electronic device 1900 includes a processor 1922, the number of which may be one or more, and a memory 1932 for storing computer programs executable by the processor 1922.
  • the computer program stored in the memory 1932 may include one or more modules each corresponding to a set of instructions.
  • the processor 1922 may be configured to execute the computer program to execute the above-mentioned train management method.
  • the electronic device 1900 may further include a power supply component 1926 and a communication component 1950.
  • the power supply component 1926 may be configured to perform power management of the electronic device 1900
  • the communication component 1950 may be configured to implement the communication of the electronic device 1900, for example, wired Or wireless communication.
  • the electronic device 1900 may further include an input/output (I/O) interface 1958.
  • the electronic device 1900 can operate based on an operating system stored in the memory 1932, such as Windows ServerTM, Mac OS XTM, UnixTM, LinuxTM and so on.
  • a computer-readable storage medium including program instructions that, when executed by a processor, implement the steps of the above-mentioned train management method.
  • the computer-readable storage medium may be the foregoing memory 1932 including program instructions, which may be executed by the processor 1922 of the electronic device 1900 to complete the foregoing train management method.
  • a computer program product is further provided.
  • the computer program product includes a computer program that can be executed by a programmable device, and the computer program has a function for executing the foregoing when executed by the programmable device.
  • the code part of the train management method.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Mobile Radio Communication Systems (AREA)

Abstract

一种列车管理方法及系统(600)，列车管理方法包括：在确定列车(620)进入共管区域时，向接管区域控制器(6102)发送注册请求，以使接管区域控制器(6102)根据注册请求计算列车(620)的第二移动授权，并与移交区域控制器(6101)进行信息交互，其中，共管区域由移交区域控制器(6101)的部分管辖区域和接管区域控制器(6102)的部分管辖区域组成(S101、S201、S301、S401、S501)；根据移交区域控制器(6101)对列车(620)的第一移动授权和接管区域控制器(6102)对列车(620)的第二移动授权，确定目标移动授权(S102、S302、S402)；在共管区域内，根据目标移动授权行驶(S103、S204、S303、S403 、S504)。

Description

列车管理方法及系统
相关申请的交叉引用
本公开要求于2019年11月29日提交的申请号为201911204358.5，名称为“列车管理方法及系统”的中国专利申请的优先权，其全部内容通过引用结合在本公开中。
技术领域
本公开涉及轨道交通技术领域，特别涉及一种列车管理方法及系统。
背景技术
在城市轨道交通运行中，基于通信的列车自动控制系统(Communication Based Train Control简称CBTC)通过为每一列车提供对应的移动授权(Movement Authority简称MA)实现安全运行。移动授权包括从列车的最小安全后端到终点之间的线路范围，由区域控制器(Zone Center简称ZC)根据列车监控系统(Automatic Train Supervision简称ATS)的指令，控制轨旁设备工作，例如，道闸，信号机，同时，区域控制器根据管辖区域内的轨道信息，向管辖区域内的每一列车发送对应的移动授权信息。
相关技术中，列车驶离的管辖区域对应的区域控制器称为移交区域控制器，列车进入的管辖区域对应的区域控制器称为接管区域控制器。列车控制系统采用分段式计算列车的移动授权以管理列车的运行，包括在列车到达区域控制器管辖区域分界点时，接管区域控制器再计算该列车的移动授权，同时注销移交区域控制器的列车信息。该方式可能造成在切换移动授权时有较大的速度波动，甚至造成紧急制动，影响列车运行的安全性，并且降低了整个系统的行车安全性。
公开内容
本公开提出了一种列车管理方法及系统，以解决列车在区域控制器移动授权移交时控制不合理的问题。
第一方面，本公开提出了一种列车管理方法，所述方法应用于列车，包括：在确定所述列车进入共管区域时，向接管区域控制器发送注册请求，以使所述接管区域控制器根据所述注册请求计算所述列车的第二移动授权，并与移交区域控制器进行信息交互，其中，所述共管区域由所述移交区域控制器的部分管辖区域和所述接管区域控制器的部分管辖区域组成；根据所述移交区域控制器对所述列车的第一移动授权和所述接管区域控制器对所述列车的第二移动授权，确定目标移动授权；在所述共管区域内，根据所述目标移动授权行驶。
根据本公开实施例的列车管理方法，在确定列车进入共管区域时，通过向接管区域控制 器发送注册请求，以使接管区域控制器根据注册请求计算列车的第二移动授权，并与移交区域控制器进行信息交互，其中，共管区域由移交区域控制器的部分管辖区域和接管区域控制器的部分管辖区域组成；进而根据移交区域控制器对列车的第一移动授权和接管区域控制器对列车的第二移动授权，确定目标移动授权；从而在共管区域内，根据目标移动授权行驶。由此，可以通过确定列车进入共管区域时，向接管区域控制器发送注册请求，接管区域控制器计算列车的第二移动授权，并与移交区域控制器进行信息交互，从而根据移交区域控制器对列车的第一移动授权和接管区域控制器的第二移动授权，确定目标移动授权，这样，在共管区域内列车可以根据目标移动授权行驶，避免了由于接管区域控制器与移交区域控制器道路信息差距较大，造成的在切换移动授权时较大速度波动，避免了紧急制动，提高了乘坐舒适性以及列车运行的安全性。
第二方面，本公开提出了一种列车管理系统，所述系统包括：区域控制器，与所述区域控制器通信连接的列车；所述区域控制器包括移交区域控制器和接管区域控制器；所述移交区域控制器用于，计算所述列车的第一移动授权，所述接管区域控制器用于，在接收到所述列车发送的注册请求时，计算所述列车的第二移动授权，以及与所述移交区域控制器进行信息交互。
根据本公开实施例的列车管理系统，通过移交区域控制器计算列车的第一移动授权，并通过接管区域控制器在接收到所述列车发送的注册请求时，计算所述列车的第二移动授权，以及与所述移交区域控制器进行信息交互。由此，可以通过确定列车进入共管区域时，向接管区域控制器发送注册请求，接管区域控制器计算列车的第二移动授权，并与移交区域控制器进行信息交互，从而根据移交区域控制器对列车的第一移动授权和接管区域控制器的第二移动授权，确定目标移动授权，这样，在共管区域内列车可以根据目标移动授权行驶，避免了由于接管区域控制器与移交区域控制器道路信息差距较大，造成的在切换移动授权时较大速度波动，避免了紧急制动，提高了乘坐舒适性以及列车运行的安全性。
第三方面，本公开提出了一种计算机可读存储介质，其上存储有计算机程序，该程序被处理器执行时实现上述任一项所述方法的步骤。
根据本公开实施例的计算机可读存储介质，在其上存储的计算机程序被处理器执行时，可以通过确定列车进入共管区域时，向接管区域控制器发送注册请求，接管区域控制器计算列车的第二移动授权，并与移交区域控制器进行信息交互，从而根据移交区域控制器对列车的第一移动授权和接管区域控制器的第二移动授权，确定目标移动授权，这样，在共管区域内列车可以根据目标移动授权行驶，避免了由于接管区域控制器与移交区域控制器道路信息差距较大，造成的在切换移动授权时较大速度波动，避免了紧急制动，提高了乘坐舒适性以及列车运行的安全性。
第四方面，本公开提出了一种电子设备，包括：存储器，其上存储有计算机程序；处理器，用于执行所述存储器中的所述计算机程序，以实现上述任一项所述方法的步骤。
根据本公开实施例的电子设备，通过实现上述的列车管理方法，可以通过确定列车进入共管区域时，向接管区域控制器发送注册请求，接管区域控制器计算列车的第二移动授权，并与移交区域控制器进行信息交互，从而根据移交区域控制器对列车的第一移动授权和接管区域控制器的第二移动授权，确定目标移动授权，这样，在共管区域内列车可以根据目标移动授权行驶，避免了由于接管区域控制器与移交区域控制器道路信息差距较大，造成的在切换移动授权时较大速度波动，避免了紧急制动，提高了乘坐舒适性以及列车运行的安全性。
本公开的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本公开的实践了解到。
附图说明
本公开的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：
图1是根据本公开的一种实施方式提供的列车管理方法的流程图。
图2是根据本公开的另一种实施方式提供的列车管理方法的流程图。
图3是根据本公开的另一种实施方式提供的列车管理方法的流程图。
图4是根据本公开的另一种实施方式提供的列车管理方法的流程图。
图5是根据本公开的另一种实施方式提供的列车管理方法的流程图。
图6是根据本公开的一种实施方式提供的列车管理系统的框图。
图7是根据本公开的一种实施方式提供的电子设备的框图。
具体实施方式
下面详细描述本公开的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，仅用于解释本公开，而不能理解为对本公开的限制。
在列车到达区域控制器管辖区域分界点时，接管区域控制器需要通过计算该列车的移动授权以实现对列车的运行进行控制，该过程可能会由于接管区域控制器与移交区域控制器道路信息差距较大，造成在切换移动授权时有较大的速度波动，甚至造成紧急制动，影响列车运行的安全性。并且，移交区域控制器在将列车移交给接管区域控制器时，会注销该列车在移交区域控制器中的列车信息，移交区域控制器无法根据该列车的车辆信息计算管辖区域内其他列车的移动授权，降低了整个系统的行车安全性。
图1是根据本公开的一种实施方式提供的列车管理方法的流程图。该方法应用于列车，如图1所示，列车管理方法包括：
S 101、在确定列车进入共管区域时，向接管区域控制器发送注册请求，以使接管区域 控制器根据注册请求计算列车的第二移动授权，并与移交区域控制器进行信息交互。
其中，上述共管区域由移交区域控制器的部分管辖区域和接管区域控制器的部分管辖区域组成。
S 102、根据移交区域控制器对列车的第一移动授权和接管区域控制器对列车的第二移动授权，确定目标移动授权。
S 103、在共管区域内，根据目标移动授权行驶。
其中共管区域是根据列车在管辖区域内按照最高的车速，根据区域控制器接收注册请求，计算第二移动授权的速度计算得到的，由移交区域控制器的部分管辖区域和接管区域控制器的部分管辖区域组成。例如，移交区域控制器内最高车速是240公里每小时，接管区域控制器需要30秒计算第二移动授权，则计算得到共管区域为2公里。
列车在移交区域控制器管辖区域内行驶时，移交区域控制器根据管辖区域的道岔信息，信号灯信息等轨旁设备信息，对列车进行第一移动授权计算，此时，列车根据第一移动授权行驶。若列车驶向接管区域控制器管辖区域，则在确定列车进入到共管区域时，向接管区域控制器发送注册请求，接管区域控制器根据管辖区域的道岔信息，信号灯信息等轨旁设备信息，计算该列车的第二移动授权。接管区域控制器与移交区域控制器建立信息交互，可以确认共管区域内的信息，该信息包括道岔信息，从而提高计算第二移动授权和移交区域控制计算第一移动授权的准确性。
列车根据接收到的第一移动授权和第二移动授权，确定在该路段范围内的目标移动授权，由此，列车可以根据确定的目标移动授权，在共管区域内行驶。
采用上述技术方案，在确定列车进入共管区域时，向接管区域控制器发送注册请求，接管区域控制器计算列车的第二移动授权，并与移交区域控制器进行信息交互，移交区域控制器根据列车的第一移动授权和接管区域控制器的第二移动授权，确定目标移动授权，这样，在共管区域内列车可以根据目标移动授权行驶，避免了由于接管区域控制器与移交区域控制器道路信息差距较大，造成的在切换移动授权时出现较大速度波动，避免了紧急制动，提高了乘坐舒适性以及列车运行的安全性。
在该实施例中，移动授权用于指示前方障碍物距离列车当前位置的线路范围，上述根据移交区域控制器对列车的第一移动授权和接管区域控制器对列车的第二移动授权，确定目标移动授权，包括：
对于每一时刻接收到的第一移动授权和第二移动授权，判断第一移动授权指示的线路范围终点和第二移动授权指示的线路范围终点距离列车当前位置的远近；
选择线路范围终点距离列车当前位置近的移动授权作为目标移动授权。
图2是根据本公开的另一种实施方式提供的列车管理方法的流程图。如图2所示，列车管理方法包括：
S 201、在确定列车进入共管区域时，向接管区域控制器发送注册请求。
S 202、根据移交区域控制器对列车的第一移动授权和接管区域控制器对列车的第二移动授权，对于每一时刻接收到的第一移动授权和第二移动授权，判断第一移动授权指示的线路范围终点和第二移动授权指示的线路范围终点距离列车当前位置的远近。
S 203、选择移动授权指示的线路范围终点距离列车当前位置近的作为目标移动授权。
S 204、在共管区域内，根据目标移动授权行驶。
其中，移动授权中前方障碍物可以是行驶前进方向上的终点、道岔、前方列车等。移动授权用于指示前方障碍物距离列车当前位置的线路范围，例如，在1#列车的行驶前进方向上的终点，距离1#列车当前位置5公里处停放有一故障列车2#列车，其中2#列车的最小安全后端距离1#列车的最小安全后端为5公里，则移动授权用于指示2#列车的最小安全后端距离1#列车当前位置的最小安全后端的5公里线路范围。
示例地，某一时刻接收到的第一移动授权为前方500米到1公里线路范围的移动授权，同时接收到的第二移动授权为前方500米到1.2公里线路范围的移动授权，因为第一移动授权的终点距离列车当前位置1公里，比第二移动授权的终点距离列车当前位置1.2公里近，所以选择移动授权指示的线路范围终点距离列车当前位置近的第一移动授权作为目标移动授权，并根据该目标移动授权行驶。
又一示例，某一时刻接收到的第一移动授权为前方500米到1.5公里线路范围的移动授权，同时接收到的第二移动授权为前方400米到1.2公里线路范围的移动授权，因为第二移动授权的终点距离列车当前位置1.2公里，比第一移动授权的终点距离列车当前位置1.5公里近，所以选择移动授权指示的线路范围终点距离列车当前位置近的第二移动授权作为目标移动授权，并根据该目标移动授权行驶。
通过上述技术方案，列车可以选择移动授权指示的线路范围终点距离列车当前位置近的移动授权作为目标移动授权，从而实现合理地控制车速，提高列车的运行安全性。
其中，上述确定列车进入共管区域，包括：确定列车的最小安全后端进入共管区域。
通常，根据激活列车的驾驶室定位信息，可以确定列车车头的位置，进而根据列车的车头位置以及列车的长度，确定列车安全位置。但是，由于有误差的存在，并且误差可以包括正误差和负误差，因而列车的安全位置可以包括列车安全前端以及列车安全后端。列车安全前端，即列车最大以及最小安全前端的位置范围。其中，最大安全前端指根据列车定位数据和精度的正误差，确定的列车车头的位置，最小安全前端指根据列车定位数据和精度的负误差，确定的列车车头的位置。
相对应的列车安全后端是指列车最大以及最小安全后端的位置范围，其中，最大安全后端指根据列车定位数据和精度的正误差，以及列车长度，确定的列车车尾的位置，最小安全前端指根据列车定位数据和精度的负误差，以及列车长度，确定的列车车尾的位置。
列车安全位置为列车最大安全前端到列车最小安全后端的范围。通过确定列车的最小安全后端进入共管区域，可以保证接管区域控制器可以获取上述的列车信息，以便合理的计 算第二移动授权，提高了整个接管区域控制器内列车计算移动授权的合理性和列车运行的安全性。
在该实施例中，列车管理方法还包括：若列车在共管区域行驶的情况下，与区域控制器通讯中断，则列车进行制动。
图3是根据本公开的另一种实施方式提供的列车管理方法的流程图。如图3所示，列车管理方法包括：
S 301、在确定列车进入共管区域时，向接管区域控制器发送注册请求。
S 302、根据移交区域控制器对列车的第一移动授权和接管区域控制器对列车的第二移动授权，确定目标移动授权。
S 303、在共管区域内，根据目标移动授权行驶。
S 304、若列车在共管区域行驶的情况下，与区域控制器通讯中断，则列车进行制动。
其中，列车在共管区域行驶时，若与区域控制器通讯中断，例如，未收到第一移动授权，仅收到第二移动授权，或者未收到第二移动授权，仅收到第一移动授权，或者第二移动授权和第一移动授权均未收到，列车进行制动。
示例地，列车在共管区域行驶时，与移交区域控制器通讯中断，此时，仅接收到第二移动授权，列车进行主动降级制动，由原列车监控系统的自动运行降低控制等级，开始制动。移交区域控制器与接管区域控制器信息交互，获取列车的位置信息，移交区域控制器将列车占用的区段标记为占用状态，以重新计算管辖区域内其他列车的移动授权。
又一示例，列车在共管区域行驶时，与接管区域控制器通讯中断，此时，仅接收到第一移动授权，列车进行主动降级制动，由原列车监控系统的自动运行降低控制等级，开始制动。移交区域控制器与接管区域控制器信息交互，获取列车的位置信息，接管区域控制器将列车占用的区段标记为占用状态，以重新计算管辖区域内其他列车的移动授权。
再一示例，列车在共管区域行驶时，与移交区域控制器以及接管区域控制器通讯中断，列车从CBTC控制全自动运行降低控制等级为限制人工驾驶，并强制制动，同时，将列车占用的区段标记为占用状态，接近此区段的其他列车均由区域控制器移送授权禁止进入该区段，例如，正常运行的列车根据信号机的车载显示屏显示信息，提示建立受列车控制保护的iATP模式行车。
在该实施例中，当无通讯信号的列车驶入共管区域时，因无法取得移动授权导致无法根据移动授权行驶，列车进行制动，避免发生安全事故。
在一种可能实现的方式中，列车管理方法还包括：在确定列车的最大安全前端驶离共管区域时，向移交区域控制器发送移交请求，以使移交区域控制器停止计算第一移动授权。
图4是根据本公开的另一种实施方式提供的列车管理方法的流程图。如图4所示，列车管理方法包括：
S 401、在确定列车进入共管区域时，向接管区域控制器发送注册请求。
S 402、根据移交区域控制器对列车的第一移动授权和接管区域控制器对列车的第二移动授权，确定目标移动授权。
S 403、在共管区域内，根据目标移动授权行驶。
S 404、在确定列车的最大安全前端驶离共管区域时，向移交区域控制器发送移交请求，以使移交区域控制器停止计算第一移动授权。
其中，在确定列车的最大安全前端驶离共管区域时，列车向移交区域控制器发送移交请求，移交区域控制器停止计算第一移动授权，但是此时，接管区域控制器会将第二移动授权通过信息交互发送到移交区域控制器。列车接收的第一移动授权和接收的接管区域控制器的第二移动授权为相同的移动授权，列车按照第二移动授权运行。
示例地，1#列车在确定最大安全前端驶离共管区域时，1#列车向移交区域控制器发送移交请求，即将1#列车的移动授权交给接管区域控制器，移交区域控制器接收到该移交请求时，停止计算1#列车的第一移动授权，正常计算移交区域控制器管辖区域内其他正常行驶列车的第一移动授权。此时，移交区域控制器通过信息交互，获取到1#列车的第二移动授权，并根据1#列车的第二移动授权调整移交区域控制器管辖区域内其他正常行驶列车的第一移动授权。1#列车根据接收的移交区域控制器的第二移动授权以及接收接管区域控制器的第二移动授权进行行驶。
在该实施例中，列车管理方法还包括：在确定列车的最小安全后端驶离共管区域时，向移交区域控制器发送注销请求。
图5是根据本公开的另一种实施方式提供的列车管理方法的流程图。如图5所示，列车管理方法包括：
S 501、在确定列车进入共管区域时，向接管区域控制器发送注册请求。
S 502、根据移交区域控制器对列车的第一移动授权和接管区域控制器对列车的第二移动授权，对于每一时刻接收到的第一移动授权和第二移动授权，判断第一移动授权指示的线路范围终点和第二移动授权指示的线路范围终点距离列车当前位置的远近。
S 503、选择移动授权指示的线路范围终点距离列车当前位置近的作为目标移动授权。
S 504、在共管区域内，根据目标移动授权行驶。
S 505、在确定列车的最大安全前端驶离共管区域时，向移交区域控制器发送移交请求，以使移交区域控制器停止计算第一移动授权。
S 506、在确定列车的最小安全后端驶离共管区域时，向移交区域控制器发送注销请求。
在该实施例中，发送的注销请求包括该列车的位置信息，移交区域控制器可以根据该位置信息，计算管辖区域内行驶的列车的移动授权，以避免列车的地理位置出现冲突，影响管辖区域内行驶的列车的行驶，提高列车行驶的安全性。
示例地，1#列车发送到移交区域控制器的注销请求包括1#列车的位置信息，移交区域控制器将1#列车的最小安全后端作为一般前方列车位置信息，计算管辖区域内行驶的列车 移动授权。
在该实施例中，若列车在确定列车的最小安全后端驶离共管区域时，未向移交区域控制器发送注销请求，则列车通过驾驶室的报警设备发出报警提示，按照第二移动授权继续行驶，并且，向接管区域控制器发出注销请求，接管区域控制器接收到该注销请求后，在与移交区域控制器的周期性交互过程中，将该注销请求发送到移交区域控制器。
通过上述技术方案，在列车驶出移交区域控制器的管辖区域时，获取列车的位置信息，移交区域控制器可以根据该列车的车辆信息计算管辖区域内其他列车的移动授权，提高了整个系统的行车安全性。
图6是根据本公开的一种实施方式提供的列车管理系统的框图。如图6所示，列车管理系统600包括：区域控制器610，与区域控制器610通信连接的列车620。
上述区域控制器610包括移交区域控制器6101和接管区域控制器6102；
上述移交区域控制器6101用于，计算列车620的第一移动授权，上述接管区域控制器6102用于，在接收到列车620发送的注册请求时，计算列车620的第二移动授权，以及与移交区域控制器6101进行信息交互。
通过上述技术方案，列车在确定进入共管区域时，向接管区域控制器发送注册请求，接管区域控制器计算列车的第二移动授权，并与移交区域控制器进行信息交互，由此，可以实现根据移交区域控制器对列车的第一移动授权和接管区域控制器对列车的第二移动授权，确定目标移动授权，这样，在共管区域内列车可以根据目标移动授权行驶，避免了由于接管区域控制器与移交区域控制器道路信息差距较大，造成的在切换移动授权时出现较大速度波动，避免了紧急制动，提高了乘坐舒适性以及列车运行的安全性。
可选地，移交区域控制器6101还用于，在接收到列车620发送的移交请求时，停止对该列车620计算移动授权；在接收到列车620发送的注销请求时，根据注销请求中列车620的位置信息，计算管辖区域内列车的移动授权。
可选地，列车620包括车载控制器，用于接收第一移动授权和第二移动授权；
对于每一时刻接收到的第一移动授权和第二移动授权，判断第一移动授权指示的线路范围的终点和第二移动授权指示的线路范围的终点距离列车当前位置的远近；
选择移动授权指示的线路范围的终点距离列车620当前位置近的作为目标移动授权；
根据目标移动授权，控制列车620在共管区域内的行驶。
可选地，车载控制器还用于，列车620在共管区域内行驶的情况下，与区域控制器610通讯中断时，控制列车620制动。
具体实施方式已在应用于列车管理方法中说明，可以参照上述实施例及附图说明，此处不再做详细阐述说明。
图7是根据本公开的一种实施方式提供的电子设备的框图。例如，电子设备1900可以被提供为一服务器。参照图7，电子设备1900包括处理器1922，其数量可以为一个或多个， 以及存储器1932，用于存储可由处理器1922执行的计算机程序。存储器1932中存储的计算机程序可以包括一个或一个以上的每一个对应于一组指令的模块。此外，处理器1922可以被配置为执行该计算机程序，以执行上述的列车管理方法。
另外，电子设备1900还可以包括电源组件1926和通信组件1950，该电源组件1926可以被配置为执行电子设备1900的电源管理，该通信组件1950可以被配置为实现电子设备1900的通信，例如，有线或无线通信。此外，该电子设备1900还可以包括输入/输出(I/O)接口1958。电子设备1900可以操作基于存储在存储器1932的操作系统，例如Windows ServerTM，Mac OS XTM，UnixTM，LinuxTM等等。
在另一示例性实施例中，还提供了一种包括程序指令的计算机可读存储介质，该程序指令被处理器执行时实现上述的列车管理方法的步骤。例如，该计算机可读存储介质可以为上述包括程序指令的存储器1932，上述程序指令可由电子设备1900的处理器1922执行以完成上述的列车管理方法。
在另一示例性实施例中，还提供一种计算机程序产品，该计算机程序产品包含能够由可编程的装置执行的计算机程序，该计算机程序具有当由该可编程的装置执行时用于执行上述的列车管理方法的代码部分。
以上结合附图详细描述了本公开的优选实施方式，但是，本公开并不限于上述实施方式中的具体细节，在本公开的技术构思范围内，可以对本公开的技术方案进行多种简单变型，这些简单变型均属于本公开的保护范围。
另外需要说明的是，在上述具体实施方式中所描述的各个具体技术特征，在不矛盾的情况下，可以通过任何合适的方式进行组合，为了避免不必要的重复，本公开对各种可能的组合方式不再另行说明。
此外，本公开的各种不同的实施方式之间也可以进行任意组合，只要其不违背本公开的思想，其同样应当视为本公开所公开的内容。

Claims (10)

  1. 一种列车管理方法，应用于列车，所述方法包括：
    在确定所述列车进入共管区域时，向接管区域控制器发送注册请求，以使所述接管区域控制器根据所述注册请求计算所述列车的第二移动授权，并与移交区域控制器进行信息交互，其中，所述共管区域由所述移交区域控制器的部分管辖区域和所述接管区域控制器的部分管辖区域组成；
    根据所述移交区域控制器对所述列车的第一移动授权和所述接管区域控制器对所述列车的第二移动授权，确定目标移动授权；
    在所述共管区域内，根据所述目标移动授权行驶。
  2. 根据权利要求1所述的方法，其中，所述移动授权用于指示前方障碍物距离所述列车当前位置的线路范围，所述根据所述移交区域控制器对所述列车的第一移动授权和所述接管区域控制器对所述列车的第二移动授权，确定目标移动授权，包括：
    对于每一时刻接收到的所述第一移动授权和所述接管区域控制器对所述列车的第二移动授权，判断所述第一移动授权指示的线路范围终点和所述第二移动授权指示的线路范围终点距离所述列车当前位置的远近；
    选择移动授权指示的线路范围终点距离所述列车当前位置近的作为所述目标移动授权。
  3. 根据权利要求1-2任一项所述的方法，其中，所述确定所述列车进入共管区域，包括：
    确定所述列车的最小安全后端进入所述共管区域。
  4. 根据权利要求1-3任一项所述的方法，其中，所述方法还包括：
    若所述列车在共管区域行驶的情况下，与区域控制器通讯中断，则所述列车进行制动。
  5. 根据权利要求1-4任一项所述的方法，其中，所述方法还包括：
    在确定所述列车的最大安全前端驶离所述共管区域时，向所述移交区域控制器发送移交请求，以使所述移交区域控制器停止计算所述第一移动授权。
  6. 根据权利要求1-5任一项所述的方法，其中，所述方法还包括：在确定所述列车的最小安全后端驶离所述共管区域时，向所述移交区域控制器发送注销请求。
  7. 一种列车管理系统，所述系统包括：区域控制器，与所述区域控制器通信连接的列车；
    所述区域控制器包括移交区域控制器和接管区域控制器；
    所述移交区域控制器用于，计算所述列车的第一移动授权，所述接管区域控制器用于，在接收到所述列车发送的注册请求时，计算所述列车的第二移动授权，以及与所述移交区域控制器进行信息交互。
  8. 根据权利要求7所述的系统，其中，所述列车包括车载控制器，用于接收所述第一 移动授权和所述第二移动授权；
    对于每一时刻接收到的所述第一移动授权和所述第二移动授权，判断所述第一移动授权指示的线路范围的终点和所述第二移动授权指示的线路范围的终点距离所述列车当前位置的远近；
    选择所述移动授权指示的线路范围的终点距离所述列车当前位置近的作为所述目标移动授权；
    根据所述目标移动授权，控制所述列车在所述共管区域内的行驶。
  9. 一种计算机可读存储介质，其上存储有计算机程序，该程序被处理器执行时实现权利要求1-6中任一项所述方法的步骤。
  10. 一种电子设备，包括：
    存储器，其上存储有计算机程序；
    处理器，用于执行所述存储器中的所述计算机程序，以实现权利要求1-6中任一项所述方法的步骤。
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