CN117184185A - Unexpected movement protection method, equipment and storage medium for linked train - Google Patents

Abstract

The invention relates to a method, equipment and storage medium for preventing unexpected movement of a coupled train. The method first determines the length of the coupled operating area and the coupled maximum collision speed limit based on the train grouping type and coupler attribute information, and then determines the coupled maximum collision speed limit based on the train grouping type and coupler attribute information. Calculate the safety distance of the coupled protection area based on the attributes and the maximum collision speed limit of the coupled operating area. Finally, based on the safety distance, start from the end of the coupled operating area and calculate all possible paths along the coupling direction to generate a coupling. Hang job protection path. Compared with the existing technology, the present invention has the advantages of optimizing the impact range of coupling protection, enhancing the protection of coupling trains in abnormal scenarios, and ensuring the safety and efficiency of coupling operations.

Description

A method, equipment and storage medium for preventing unexpected movement of coupled trains

Technical field

The invention relates to an urban rail transit signaling system, and in particular to a method, equipment and storage medium for preventing unexpected movement of a coupled train.

Background technique

In the urban rail transit signaling system, when performing fully automatic coupling operations, the coupled train may move violently when the coupler collides. This unexpected movement may lead to serious traffic safety accidents, such as the coupled train entering the switch before it enters the turnout. Locking areas can cause derailments or collisions with other trains.

Therefore, we should protect the unintended movement of the coupled train during the coupling operation, prevent other trains from colliding or sideways collision with it, optimize the scope of the coupling protection, enhance the protection of the coupling train in abnormal scenarios, and ensure the safety and efficiency of the coupling operation. becomes a technical problem that needs to be solved.

After searching the Chinese Patent Publication No. CN115892142A, a mobile authorization generation method, equipment and medium for train coupling operation are disclosed. Specifically, the set-based collision-resistant area supporting train coupling operation is disclosed. According to the train and the collision-able area The position relationship is optimized to calculate the lead distance of the obstacle point. Based on the collision-able movement authorization, the final movement authorization is generated by setting the movement authorization speed limit point and adjusting the obstacle point, so that the decoupled train approaches and collides with the coupled train at the appropriate speed. train to complete the coupling operation and prevent the coupled train from being knocked out of the collision area. However, this existing patent does not cover the protection against unexpected movement of the coupled train during the coupling operation.

Contents of the invention

The purpose of the present invention is to overcome the above-mentioned shortcomings of the prior art and provide a method, equipment and storage medium for preventing unexpected movement of coupled trains, accurately calculating the coupled maximum collision speed limit based on the train grouping type and coupler properties, and then Calculate the safe distance of the coupling protection area based on the train attributes and the coupling's maximum collision speed limit, and select the activated coupling operation protection path for protection based on the real-time vehicle and line status, which reduces the scope of coupling protection and ensures the coupling protection The hanging operation is safe and efficient.

The object of the present invention can be achieved through the following technical solutions:

According to one aspect of the present invention, a method for preventing unexpected movement of a coupled train is provided. The method first determines the length of the coupled operating area and the coupled maximum collision speed limit based on the train grouping type and coupler attribute information, and then determines the coupled maximum collision speed limit based on the train grouping type and coupler attribute information. The train attributes and the maximum collision speed limit of the coupled operation area are used to calculate the safety distance of the coupled protection area. Finally, based on the safety distance, starting from the end of the coupled operation area, all possible paths are calculated along the coupling direction, and generated Protection path for joint operation.

As a preferred technical solution, the coupled operation area is a logical section, including a starting point, an end point and a coupled direction, where the coupled direction is the running direction of the outgoing coupled train when performing coupling operations.

As a preferred technical solution, the coupled operation area is configured with supported coupled train grouping types, and the coupled train formation is always completely located in the coupled operation area during normal coupling operations;

The coupled operation area is a collision-able area, and the speed limit of the collision-able area is set to the maximum collision speed of the coupling;

All line objects in the coupled operation area that restrict the movement of trains in the coupling direction are also configured in the coupled operation area.

As a preferred technical solution, the length of the coupled protection area is determined by the safety distance of the coupling protection area. The safety distance is specifically calculated as:

If the coupled train can provide maximum displacement guarantee after coupling collision, then this maximum guaranteed displacement will be used as the safety distance of the protection zone; otherwise, it is assumed that the train speed at the moment when the coupled train marshalling position exceeds the coupled operating area is the maximum coupled train speed. The collision speed limit and maximum traction acceleration, taking into account the worst train traction cut-off delay and brake application delay, the running distance from emergency braking to stop of the train is used as the safe distance of the linked protection area.

As a preferred technical solution, the configuration information of the coupling operation protection path includes the switch, switch position information and path end point information under the path, the path protection zone and hostile zone information under the path, and all restricted trains within the path A line object that moves in the coupling direction;

The path protection area and the hostile area are both areas with directions. There are no switches inside the area. The direction of the path protection area is opposite to the coupling direction, and the direction of the path hostile area is the same as the coupling direction.

As a preferred technical solution, the specific management process of the coupling operation process is as follows:

Step S1, the zone controller ZC sets the protection path limit status of the coupling operation and initiates a coupling locking request to the interlocking system according to the train information requested by the coupling operation, the coupled operation area and the protection path status;

Step S2, the zone controller ZC waits for no train movement authorization to enter the coupled protection area and confirms that the coupled coupling is locked, and then authorizes the coupled coupling operation;

Step S3: After the coupling operation is completed, the coupling protection restrictions and coupling locking requests are canceled.

As a preferred technical solution, the train information requested for the coupling operation in step S1 includes:

When the outgoing train group requests to be coupled, the front of the train is the coupled train group. The coupled train group requests to be coupled. The coupled train group is completely located in the coupled operation area and meets the requirements of the coupled operation area. Supported marshalling types, the marshalling of uncoupled trains and coupled trains can form a legal marshalling.

As a preferred technical solution, the status of the connected operating area and protection path in step S1 is specifically:

The coupled operation area is available, that is, all line objects in the coupled operation area that restrict trains from moving in the coupled direction are in a permitted state;

The protection path for activated coupling operation is valid. All line objects in the path that restrict the movement of trains in the direction of decoupling are in a permitted state, the hostile areas associated with the path are not occupied, and no other trains enter the protection path.

As a preferred technical solution, setting the restriction state of the coupling operation protection path in step S1 is: setting the protection area associated with the activated coupling operation protection path as a restriction state to prevent other trains from entering, and setting the hostile environment associated with the path. The area is occupied.

As a preferred technical solution, in step S2, the linked protection area without train movement authorization is specifically as follows:

When the protection zone associated with the activated joint operation protection path is set as restricted, ZC will not allow movement authorization to enter the area along the direction of the path protection zone;

If the movement authorization of a certain train has entered this area, the new movement authorization will be retracted outside the path protection area and trigger a parking guarantee request. When ZC receives the parking guarantee from the train, ZC will record the parking guarantee in the path protection area. The train movement authorization is removed; if the protection area does not contain any train movement authorization, it is determined that the protection area can ensure that no train movement authorization is entered.

As a preferred technical solution, the interlocking confirmation in step S2 is: ZC receives the interlocking confirmation message sent by the interlocking system, and ZC determines that the message is the interlocking request of the interlocking system in step S1. response to the message.

As a preferred technical solution, the end of the coupling operation in step S3 includes the normal end and abnormal end of the coupling operation;

The normal end of the coupling operation is as follows: when the coupled train group is completely stopped in the coupled operation area, and the coupler coupling between it and the outgoing train group is successful, the outgoing train group stops and its other The head coupler coupling is successful, and the coupling operation is judged to have ended normally;

The specific reasons for the abnormal end of the coupled operation are: when the coupled train group is not located in the coupled operating area, or the coupled operating area is unavailable, or the coupled protection area is unavailable, or the coupled lock confirmation is unavailable, or other When factors that restrict coupling operations occur, it is determined that a coupling abnormality has occurred; when a coupling abnormality occurs, ZC will start the timer, not authorize the train to perform coupling operations, and set the coupling operation area to a restricted state, prohibiting any trains Entering or leaving the coupled operation area; when the timer expires, or after the train going to the coupled train and the coupled train marshalling stops according to the ZC command to prohibit coupled operations, the coupled operation ends abnormally.

As a preferred technical solution, canceling the coupling protection restriction in step S3 is specifically as follows:

The path protection area associated with the joint operation protection path will be unset to the restricted state, and its associated path hostile area will also be unset to the occupied state; if the joint operation ends abnormally, the joint operation area will be unset to the restricted state state.

According to a second aspect of the present invention, an electronic device is provided, including a memory and a processor. A computer program is stored on the memory, and the method is implemented when the processor executes the program.

According to a third aspect of the present invention, a computer-readable storage medium is provided, a computer program is stored thereon, and the method is implemented when the program is executed by a processor.

Compared with the prior art, the present invention has the following advantages:

1) The present invention ensures that when the coupled train group moves unexpectedly, other trains will not collide with or sideways the coupled train by configuring the coupled operation area, the coupled protection area and the coupled operation protection path;

2) The present invention accurately calculates the coupling operation protection range based on the train formation type, vehicle coupler attributes and line information, and selects the activated coupling operation protection path and the coupling operation area for protection based on the real-time vehicle and line status, reducing The range of influence of coupling protection ensures the safety and efficiency of coupling operations.

Description of the drawings

Figure 1 is a schematic flow chart of the coupling operation control method of the present invention;

Figure 2 is a schematic diagram of the protection path of the linked working area of the present invention.

Detailed ways

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, rather than all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts should fall within the scope of protection of the present invention.

The present invention provides protection against the unexpected movement of coupled trains, and is a ZC management method that improves operating efficiency as much as possible while ensuring the safety of coupled trains. This method is based on a specific area that supports coupled train operations, and this area consists of the coupled trains. It consists of a hanging operation area and a linked protection area. Under normal circumstances, after the coupled train marshalling is hit by the decoupled train marshalling, it will still stop in the coupled operating area. However, when an abnormal situation occurs, the coupled train marshalling may rush out of the coupled operating area. At this time, the coupled train marshalling should immediately trigger emergency braking to avoid rushing out of the coupled protected area and colliding with other trains. The de-coupled train marshalling also needs to avoid further collision with the coupled train marshalling.

The linked operation area (BCA for short) is a logical section, including the starting point, the end point and the linking direction. The direction from the start point to the end point conforms to the linking direction. The coupled operation area is configured with the supported coupled train formation types. Different coupled train formation types require different lengths of the coupled operating area. The coupled operation area is also declared as a collision area, so that the movement authorization for the coupled train group can approach the coupled train group, and the speed limit of the collision area is set to the maximum collision speed of the coupled train. When there are no line object factors that restrict mobile authorized entry (such as fully automatic protection areas, emergency evacuation protection areas, derailment protection areas, etc.) in the linked operation area, it is determined that the linked operation area is available.

The linked operation area is associated with the linked protection area. After the unexpected movement of the coupled train group exceeds the coupled operation area during coupling operation, it is impossible for the farthest operation to break out of the area. The length of this area is determined by the safety distance of the joint protection zone. If the coupled train marshalling can provide the maximum displacement guarantee for coupling collision, then this maximum guaranteed displacement is used as the safety distance of the protection zone; when the vehicle cannot provide the maximum guaranteed displacement, it is assumed that the coupled train marshalling position exceeds the coupled operation At the moment of the zone, its speed is the maximum collision speed limit of the coupling and has the maximum traction acceleration. Taking into account the worst train traction cutoff delay and brake application delay, the running distance of the train from emergency braking to stopping is regarded as the running distance of the coupled coupling. Safety distance in the protective zone.

The coupling operation protection path (referred to as BCA_Protect_Chain) calculates the reachable path based on the end point of the coupling operation area, the coupling direction and the safe distance of the coupling protection area. Its configuration information includes the turnouts and turnout position information under the path. and route endpoint information. Every cycle, ZC calculates the protection path for active coupling operations in the current cycle, that is, the path in which the actual status of the switch matches the corresponding switch configuration position in BCA_Protect_Chain.

The configuration information of BCA_Protect_Chain also includes the path protection zone (Chain_Protect_Zone for short) information under the path. The path protection area is split according to the turnouts of the joint protection path, and the path protection area cannot span both ends of the turnouts. The direction of the path protection zone is the direction into the BCA_Protect_Chain area without passing through the BCA, which is opposite to the connection direction. If the switch's warning mark invades the BCA_Protect_Chain, the area on the other side of the switch is also added to the path protection zone. The length of this area is determined based on the position of the warning mark, and the direction is also the direction of entering the BCA_Protect_Chai area.

The configuration information of BCA_Protect_Chain also includes the hostile zone (Chain_Conflict_Zone for short) information under this path. The path hostile area is split according to the turnout of BCA_Protect_Chain, and the path hostile area cannot span both ends of the turnout. The direction of the path hostile area is the direction in which BCA enters the BCA_Protect_Chain area, which is the same as the link direction. If there are other protected paths that overlap with the current BCA_Protect_Chain, the overlapping area needs to be added to the respective path hostile zones of both parties.

As shown in Figure 1, this method manages the connection process through the following steps:

Step S1, the zone controller ZC sets the protection path limit status of the coupling operation and initiates a coupling locking request to the interlock according to the train information requested by the coupling operation, the coupled operation area and the protection path status;

Step S2, the zone controller ZC waits for the guarantee of no train movement authorization in the coupled protection area and the confirmation of coupling locking, and then authorizes the coupling operation;

Step S3: After the coupling operation is completed, the coupling protection restrictions and coupling locking requests are canceled.

Described step S1 specifically is that when the following conditions are met, ZC starts the coupling operation process: the train marshalling to be coupled is requested to be coupled, the front of the train is the coupled train formation, the coupled train is requested to be coupled, and the coupled train is requested to be coupled. The coupled train formation is completely located in the BCA and meets the formation types supported by the BCA. The uncoupling and coupled train formations can form a legal formation; BCA is available, that is, all trains in the coupled operating area are restricted from moving in the coupled direction. The line objects are all in the permission state; the activated BCA_Protect_Chain is valid, all line objects in the path that restrict the movement of trains in the decoupling direction are in the permission state, the hostile areas associated with the path are not occupied, and no other trains enter the protection path.

When the above conditions are met, ZC starts the coupling operation and performs the following process: records the activated BCA_Protect_Chain and coupling train grouping information; sets the protection zone associated with the activated BCA_Protect_Chain to a restricted state to prevent other trains from entering; sets the location of the activated BCA_Protect_Chain The associated hostile zone is occupied; an interlocking lock request is initiated to the interlock to prevent BCA and activated BCA_Protect_Chain area switches from moving.

The specific step S2 described is that ZC authorizes the interlocking operation when the following conditions are met: the protection zone associated with the recorded BCA_Protect_Chain does not contain any train movement authorization entry; ZC receives the interlocking lock confirmation message sent by the interlocking, and ZC determines that this message is the interlock's response to the interlock lock request message described in step S1.

When the above conditions are met, the ZC authorizes the coupling operation, allowing the movement authorization for the coupled train group to enter the body of the coupled train group, and prohibiting the coupled train group from calculating effective movement authorization.

The end of the connection operation in step S3 includes the normal end and the abnormal end of the connection operation.

When the following conditions are met, the coupling operation is judged to have ended normally: when the coupled train group is completely stopped in the coupled operation area, and the coupler coupling between it and the outgoing train group is successful; the outgoing train group is Stopped steadily, and its head coupler was successfully connected.

When one of the following conditions occurs, it is determined that an abnormal scenario occurs in the coupling operation: the train group being coupled is not located in the coupling operation area; or the coupling operation area is unavailable; or the coupling protection area is unavailable; or the coupling lock is confirmed If it is unavailable; or other factors that restrict the connection operation occur, it will be determined that a connection exception has occurred.

When a coupling abnormality occurs, ZC will start a timer, not authorize the train to perform coupling operations, and set the coupled operation area to a restricted state, prohibiting any train from entering or leaving the coupled operation area. When the timer expires, or when the train to be coupled and coupled to the train is stopped according to the ZC command to prohibit coupling operations, the coupling operation ends abnormally.

After the described step S3 connection operation is completed, ZC will cancel the path protection zone associated with the recorded BCA_Protect_Chain and set it to the restricted state, and its associated path hostile zone will also cancel the setting to the occupied state; if the connection operation ends abnormally, The linked work area will be unset to the restricted state.

Figure 2 is a schematic diagram of the protection path of the coupling operation of the present invention. Among them, train T_1 is the coupled train, train T_2 is the uncoupled train, the front direction of T_2 is towards T_1, the head direction of T_2 is the direction of executing coupling, and T_1 is completely within the coupled operation area. The linked protection area contains a divergent turnout P1, and the linked protection area contains 2 joint protection paths. The path when the named switch is positioned is BCA_Protect_Chain_1, and the path when the named switch is positioned is BCA_Protect_Chain_2. The path protection zone of the coupling operation protection path THA_Protect_Chain_1 includes Z_3, Z_4 and Z_6, of which Z_6 is used for side impact protection; its path hostile zone includes Z_1 and Z_2. The path protection area of the coupling operation protection path THA_Protect_Chain_2 includes Z_3, Z_6 and Z_4, of which Z_4 is used for side impact protection; its path hostile area includes Z_1 and Z_5.

This invention first determines the length of the coupled operation area and the maximum collision speed limit of the coupled operation area based on the train grouping type and coupler attributes, and then optimizes and calculates the safety distance of the protection area based on the train attributes and the maximum collision speed limit of the coupled operation area. During the coupling operation, the coupled train group is located in the coupled operating area. After collision, its unintended movement does not exceed the safe distance. Starting from the end of the coupled operating area, all possible paths reaching the safe distance are searched outward as Protection path for linked jobs. Determine possible protection paths based on the switch position; when the train coupling operation is required, set the protection path to a restricted state to prevent other trains from entering; when the coupling operation is abnormal, the coupled operation area is also set to a restricted state to prohibit any trains Enter and exit the area. Compared with the existing technology, the present invention optimizes the impact range of coupling protection, enhances the protection of coupling trains in abnormal scenarios, and ensures the safety and efficiency of coupling operations.

The above is an introduction to the method embodiments. The solution of the present invention will be further explained below through the embodiments of electronic equipment and storage media.

The electronic device of the present invention includes a central processing unit (CPU), which can execute various functions according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). Proper action and handling. In RAM, various programs and data required for device operation can also be stored. CPU, ROM and RAM are connected to each other through buses. Input/output (I/O) interfaces are also connected to the bus.

Multiple components in the device are connected to the I/O interface, including: input units, such as keyboards, mice, etc.; output units, such as various types of monitors, speakers, etc.; storage units, such as disks, optical disks, etc.; and communication units, For example, network cards, modems, wireless communication transceivers, etc. The communication unit allows the device to exchange information/data with other devices through computer networks such as the Internet and/or various telecommunications networks.

The processing unit performs the various methods and processes described above, such as the method of the present invention. For example, in some embodiments, the method of the present invention may be implemented as a computer software program that is 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 the ROM and/or communication unit. One or more steps of the inventive method described above may be performed when the computer program is loaded into RAM and executed by the CPU. Alternatively, in other embodiments, the CPU may be configured to perform the method of the invention in any other suitable manner (eg, by means of firmware).

The functions described above herein may be performed, at least in part, by one or more hardware logic components. For example, and without limitation, exemplary types of hardware logic components that may be used include: Field Programmable Gate Arrays (FPGAs), Application Specific Integrated Circuits (ASICs), Application Specific Standard Products (ASSPs), Systems on Chips (SOCs), Complex Programmable Logical device (CPLD) and so on.

Program code for implementing the methods of the 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 device, such that the program codes, when executed by the processor or controller, cause the functions specified in the flowcharts and/or block diagrams/ The operation is implemented. 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 this disclosure, a machine-readable medium may be a tangible medium that may 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. Machine-readable media may include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media would include one or more wire-based electrical connections, laptop disks, hard drives, random access memory (RAM), read only memory (ROM), erasable programmable read only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination of the above.

The above are only specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto. Any person familiar with the technical field can easily think of various equivalent methods within the technical scope disclosed in the present invention. Modifications or substitutions shall be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be subject to the protection scope of the claims.

Claims (15)

1. A method for preventing unexpected movement of a coupled train, which is characterized in that the method first determines the length of the coupled operating area and the coupled maximum collision speed limit based on the train grouping type and coupler attribute information, and then determines the coupled maximum collision speed limit based on the train attributes and coupler attribute information. The maximum collision speed limit of the coupled operation area is used to calculate the safety distance of the coupled protection area. Finally, based on the safety distance, starting from the end of the coupled operation area, all possible paths are calculated along the coupled direction to generate the coupled operation. Protective path. 2. A method for preventing unexpected movement of a coupled train according to claim 1, characterized in that the coupled operation area is a logical section, including a starting point, an end point and a coupled direction, wherein the coupled train The coupling direction is the running direction when the coupling train is going to perform coupling operations. 3. A method for preventing unexpected movement of coupled trains according to claim 1, characterized in that the coupled operating area is configured with supported grouping types of coupled trains, and the coupled trains are coupled during normal coupled operations. The linked train group is always completely located in the linked operation area; The coupled operation area is a collision-able area, and the speed limit of the collision-able area is set to the maximum collision speed of the coupling; All line objects in the coupled operation area that restrict the movement of trains in the coupling direction are also configured in the coupled operation area. 4. A method for preventing unexpected movement of a coupled train according to claim 1, characterized in that the length of the coupled protection area is determined by the safety distance of the coupled protection area, and the safety distance is specifically calculated. for: If the coupled train can provide maximum displacement guarantee after coupling collision, then this maximum guaranteed displacement will be used as the safety distance of the protection zone; otherwise, it is assumed that the train speed at the moment when the coupled train marshalling position exceeds the coupled operating area is the maximum coupled train speed. The collision speed limit and maximum traction acceleration, taking into account the worst train traction cut-off delay and brake application delay, the running distance from emergency braking to stop of the train is used as the safe distance of the linked protection zone. 5. A method for preventing unexpected movement of a coupled train according to claim 1, characterized in that the configuration information of the coupled operation protection path includes the turnout under the path, the turnout position information and the path end point information, The path protection zone and hostile zone information under the path, as well as all line objects within the path that restrict the movement of trains in the coupling direction; The path protection area and the hostile area are both areas with directions. There are no switches inside the area. The direction of the path protection area is opposite to the coupling direction, and the direction of the path hostile area is the same as the coupling direction. 6. A method for preventing unexpected movement of a coupled train according to claim 1, characterized in that the specific management process of the coupled operation process is as follows: Step S1, the zone controller ZC sets the protection path limit status of the coupling operation and initiates a coupling locking request to the interlocking system according to the train information requested by the coupling operation, the coupled operation area and the protection path status; Step S2, the zone controller ZC waits for no train movement authorization to enter the coupled protection area and confirms that the coupled coupling is locked, and then authorizes the coupled coupling operation; Step S3: After the coupling operation is completed, the coupling protection restrictions and coupling locking requests are canceled. 7. A method for preventing unexpected movement of a coupled train according to claim 6, characterized in that the train information requested for the coupling operation in step S1 includes: When the outgoing train group requests to be coupled, the front of the train is the coupled train group. The coupled train group requests to be coupled. The coupled train group is completely located in the coupled operation area and meets the requirements of the coupled operation area. Supported marshalling types, the marshalling of uncoupled trains and coupled trains can form a legal marshalling. 8. A method for preventing unexpected movement of a coupled train according to claim 6, characterized in that the status of the coupled operating area and protection path in step S1 is specifically: The coupled operation area is available, that is, all line objects in the coupled operation area that restrict trains from moving in the coupled direction are in a permitted state; The protection path for activated coupling operation is valid. All line objects in the path that restrict the movement of trains in the direction of decoupling are in a permitted state, the hostile areas associated with the path are not occupied, and no other trains enter the protection path. 9. A method for preventing unexpected movement of coupled trains according to claim 6, characterized in that, in step S1, setting the coupling operation protection path limit state is: setting the associated coupling operation protection path of the activated The protection zone is in a restricted state to prevent other trains from entering, and the hostile zone associated with the path is set to an occupied state. 10. A method for preventing unexpected movement of a coupled train according to claim 6, characterized in that in step S2, the entry of the coupled protection area without train movement authorization is specifically: When the protection zone associated with the activated joint operation protection path is set as restricted, ZC will not allow movement authorization to enter the area along the direction of the path protection zone; If the movement authorization of a certain train has entered this area, the new movement authorization will be retracted outside the path protection area and trigger a parking guarantee request. When ZC receives the parking guarantee from the train, ZC will record the parking guarantee in the path protection area. The train movement authorization is removed; if the protection area does not contain any train movement authorization, it is determined that the protection area can ensure that no train movement authorization is entered. 11. A method for preventing unexpected movement of a coupled train according to claim 6, characterized in that the coupling locking confirmation in step S2 is: ZC receives the coupling locking confirmation message sent by the interlocking system, And ZC determines that the message is the interlocking system's response to the interlocking lock request message described in step S1. 12. A method for preventing unexpected movement of a coupled train according to claim 6, characterized in that the end of the coupling operation in step S3 includes a normal end and an abnormal end of the coupling operation; The normal end of the coupling operation is as follows: when the coupled train group is completely stopped in the coupled operation area, and the coupler coupling between it and the outgoing train group is successful, the outgoing train group stops and its other The head coupler coupling is successful, and the coupling operation is judged to have ended normally; The specific reasons for the abnormal end of the coupled operation are: when the coupled train group is not located in the coupled operating area, or the coupled operating area is unavailable, or the coupled protection area is unavailable, or the coupled lock confirmation is unavailable, or other When factors that restrict coupling operations occur, it is determined that a coupling abnormality has occurred; when a coupling abnormality occurs, ZC will start the timer, not authorize the train to perform coupling operations, and set the coupling operation area to a restricted state, prohibiting any trains Entering or leaving the coupled operation area; when the timer expires, or after the train going to the coupled train and the coupled train marshalling stops according to the ZC command to prohibit coupled operations, the coupled operation ends abnormally. 13. A method for preventing unexpected movement of coupled trains according to claim 6, characterized in that the cancellation of coupling protection restrictions in step S3 is specifically: The path protection area associated with the joint operation protection path will be unset to the restricted state, and its associated path hostile area will also be unset to the occupied state; if the joint operation ends abnormally, the joint operation area will be unset to the restricted state state. 14. An electronic device, including a memory and a processor, with a computer program stored on the memory, characterized in that when the processor executes the program, the method according to any one of claims 1 to 13 is implemented. . 15. A computer-readable storage medium with a computer program stored thereon, characterized in that when the program is executed by a processor, the method according to any one of claims 1 to 13 is implemented.