Automatic shunting route handling method and equipment suitable for passenger and freight mixed running station

Abstract

The invention relates to a shunting route automatic handling method and equipment suitable for a passenger and freight mixed running station. The method comprises the steps that S101, a CTC system signs for a shunting operation list; s102, automatic handling of shunting operation is started; s103, the shunting terminal requests shunting route handling; s104, the CTC system checks whether space-time conflicts exist between the applied shunting route and passenger car and freight car train routes planned to be handled in the stage plan, station yard trains and shunting routes handled in the station yard, and interval occupation; s105, the CTC system automatically transacts the shunting route passing the inspection; and S106, the shunting machine runs to a station track or a turning point along the shunting route with the open signal, and the shunting terminal completes the relevant operation of the shunting machine. Compared with the prior art, the system has the advantages of being high in automation degree, improving shunting efficiency and the like.

Description

Technical Field

[0001] The invention relates to a rail transit signal system, and in particular to an automated shunting route handling method and equipment suitable for a mixed passenger and freight train station. Background Art

[0002] Shunting is the basic work of railway transportation, which is the purposeful movement of all locomotives and vehicles other than the arrival, departure, passing and interval operation of trains at stations. It includes dismantling and marshaling trains, uncoupling, transfer, whole yard, transfer, pick-up and delivery of vehicles, as well as the alignment, line change, entry and exit of locomotives, etc.

[0003] With the rapid development of the railway transportation industry, the demand for railway transportation is growing, and the efficiency and safety of train and shunting operations have become an important issue in railway transportation. With the development and iteration of the CTC system, the automatic handling of train routes has been widely promoted and applied. However, the automatic handling of shunting routes has slow technical development, and there are many problems such as complex application scenarios, high technical difficulty, and difficulty in promotion. Some local railways have realized the automatic handling of single shunting business. For national railways, the shunting operation of the EMU depot has realized automatic route arrangement due to the specific hooking plan execution time. However, for most stations that are not single EMU shunting operations, high-speed and conventional speeds are mixed, passenger cars and freight cars are mixed, and trains and shunting operations are crossed. The shunting operation does not have the conditions for detailed hooking plan execution time, and there is a lack of effective shunting route automation methods.

[0004] After searching, Chinese patent publication number CN115092214A discloses a passenger car shunting and freight car shunting integrated method and device based on CTC3.0, the method includes: obtaining a freight car shunting list, and compiling the obtained freight car shunting list; obtaining a passenger car shunting list, and compiling the obtained passenger car shunting list; reviewing the freight car shunting list and the passenger car shunting list, and confirming the receipt after confirming that they are correct; processing the shunting route according to the selected freight car shunting list or passenger car shunting list; judging whether there is a conflict between the determined shunting route and the current train route; if there is a conflict between the determined shunting route and the current train route, reprocessing the shunting route until there is no conflict between the reprocessed shunting route and the current train route, and executing the shunting route that does not conflict with the current train route. However, the patent is relatively simple for conflict checking. Due to insufficient coverage of scenarios, it cannot be applied to the automated handling of shunting operations on national railway lines, especially in mixed passenger and freight train stations. Therefore, it is necessary to study an automated shunting route handling technology suitable for mixed passenger and freight train stations with a high degree of automation and improved shunting efficiency, so as to further improve the safety and efficiency of national railway shunting operations, which has become a technical problem that needs to be solved. Summary of the invention

[0005] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and to provide an automated shunting route handling method and equipment suitable for passenger and freight mixed train stations, which has strong universality, high degree of automation, reduces the labor intensity of duty personnel, and improves shunting efficiency.

[0006] The purpose of the present invention can be achieved by the following technical solutions:

[0007] According to a first aspect of the present invention, there is provided a method for automating shunting routes for a mixed passenger and freight train station, the method comprising:

[0008] Step S101, the CTC system signs for the shunting operation order;

[0009] Step S102, start the automatic handling of shunting operations;

[0010] Step S103, the shunting terminal requests shunting route processing;

[0011] Step S104, the CTC system checks whether there are any time and space conflicts between the applied shunting route and the passenger and freight train routes planned in the stage plan, the station trains and shunting routes handled by the station, and the section occupancy. If there are no conflicts, step S105 is executed, otherwise the shunter is prompted to wait, and S103 is re-executed after the conflict prompt disappears;

[0012] Step S105, the CTC system automatically handles the shunting route that has passed the inspection;

[0013] Step S106, the shunting locomotive runs along the shunting route with open signals to the track or the turning point, the shunting terminal completes the relevant operations of the hook shunting, and enters S107;

[0014] Step S107, the CTC system determines whether the current execution check is the last check of the work order based on the execution status of the shunting order. If so, the execution of this work order is completed, otherwise S103 is re-executed to request the next shunting route.

[0015] As a preferred technical solution, the shunting operation sheet in step S101 includes multiple shunting operations, and the content of each shunting operation includes track or line type, direction, operation type and remarks information;

[0016] After the CTC system signs for the work order, it will automatically calculate the pull-out line, pull-out route and push-in route for each hook operation in the shunting order.

[0017] As a preferred technical solution, in step S102, after the conditions for shunting operations are met, the automatic processing function is enabled for the current operation order, and the automatic processing functions for different operation orders are independent of each other.

[0018] As a preferred technical solution, in step S103, after the current shunting operation is completed, an application is made to the CTC system for the next shunting route, wherein the application content includes the shunting sequence, route direction and route content executed by the shunting order. For the shunting route handled in sections, the next section of the route is applied for as needed;

[0019] If there is no operation at this hook, apply to the CTC system for the next hook route as needed according to the machine operation status.

[0020] As a preferred technical solution, the time-space conflict in S104 includes time conflict and space conflict.

[0021] As a preferred technical solution, the time conflict checking process is as follows:

[0022]

[0023] The shunting route start time is t 1 The current time when the shunting route is applied;

[0024] Shunting route occupation time t occ The time taken for the shunting route to be processed and cleared;

[0025] Shunting route end time t 2 t 1 +t occ ;

[0026] The train route starts at ts-ts advt ,in:

[0027] ts represents the route plan start time, ts advt Indicates the time for advance processing of the entry route;

[0028] For the final arrival and departure trains, ts is the pick-up time in the stage plan;

[0029] For the originating and arriving trains, ts is the departure time in the stage plan;

[0030] For a passing train, ts is the passing time in the stage plan;

[0031] ts advt The time for advance processing of routes is different for train types with different speeds in the stage plan. The CTC system provides default parameter values.

[0032] The train route end time is ts+ts occ ,in:

[0033] Route occupancy time ts occ The time taken for a train to enter the route and clear it.

[0034] As a preferred technical solution, a spatial conflict check is performed on the train routes and shunting routes with time conflicts. The spatial conflict check process is as follows:

[0035] Whether there is a spatial conflict between the shunting route or its extended route requested by the shunter and the train route with time conflict;

[0036] Whether there is any spatial conflict between the shunting route or its extended route applied for by the shunter and the trains, shunting routes and sections already handled by the station.

[0037] As a preferred technical solution, the logical judgment of the spatial conflict between the shunting route extension route and the train route is specifically as follows:

[0038] The search starts from the end of the shunting route requested by the shunter and continues along the route direction and the current switch position in that direction. If the train route is found to be locked or the section is occupied in the station, a space conflict occurs.

[0039] As a preferred technical solution, the conflict prompt in S104 is specifically:

[0040] The CTC system checks in real time whether there are any time and space conflicts between the applied shunting route and the passenger and freight train reception and departure planned in the stage plan, or the trains already handled through the route and station and the shunting route and section occupancy. If there is a conflict, the prompt will remain until it is checked in real time that there is no conflict, then the prompt will disappear automatically.

[0041] As a preferred technical solution, the stage plan in S104 is specifically as follows:

[0042] The station's N-hour phase plan is issued by the dispatching center based on the operation plan. This phase plan includes passenger train plans and freight train plans. The station's CTC system has the function of receiving this phase plan and generating corresponding train routes and freight train routes.

[0043] As a preferred technical solution, the stage plan has an automatic adjustment function, relying on external system inputs such as station occupancy, train operation history data, construction, disaster prevention, and power supply to adjust the plan in real time.

[0044] As a preferred technical solution, the re-execution of S103 in S104 is specifically as follows:

[0045] After hearing the system conflict prompt disappearance alarm, the shunter manually re-applies for shunting route processing;

[0046] During non-rush hours, the shunter can automatically apply for shunting routes as needed, that is, after the system conflict prompt disappears, the shunting route will be automatically applied for.

[0047] According to a second aspect of the present invention, there is provided an electronic device, comprising a memory and a processor, wherein a computer program is stored in the memory, and the method described above is implemented when the processor executes the program.

[0048] According to a third aspect of the present invention, there is provided a computer-readable storage medium having a computer program stored thereon, wherein the program implements the method described above when executed by a processor.

[0049] Compared with the prior art, the present invention has the following advantages:

[0050] 1) The present invention realizes the automatic handling of shunting routes at complex stations with mixed passenger and freight traffic, which can greatly reduce the time of manual operation and judgment, realize fast and accurate route arrangement, and thus improve the overall efficiency of shunting operations;

[0051] 2) The CTC system of the present invention checks whether there are any time and space conflicts between the applied shunting routes and the passenger and freight train routes planned in the stage plan and the station trains already handled and the shunting routes and section occupancy. Through unified and real-time automatic safety inspections, the impact of shunting operations on train operations can be discovered and handled in a timely manner, thereby improving station shunting efficiency and the safety of train operations.

[0052] 3) The automated handling of shunting routes implemented by the present invention can reduce the impact of human factors on shunting operations and reduce safety risks caused by improper human operations;

[0053] 4) The present invention is based on CTC3.0 technology and supports TDCS and CTC site upgrade adaptation. Since the TDCS / CTC system has been popularized throughout the railway, the present invention is applicable to the upgrade and reconstruction of almost all lines of the railway, greatly improving the scope of application. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] Figure 1 This is a flow chart of automatic handling of shunting routes of the present invention;

[0055] Figure 2 A schematic diagram of the automatic shunting conflict check logic of the present invention;

[0056] Figure 3 The figure is a schematic diagram of the hardware structure of the specific implementation of the present invention. DETAILED DESCRIPTION

[0057] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0058] like Figure 1 As shown, the present invention is a method for automating shunting routes for mixed passenger and freight train stations, comprising the following steps:

[0059] Step S101: The station attendant signs for the shunting operation sheet through the CTC system busy board terminal, and the shunter signs for the operation sheet synchronously through the handheld terminal;

[0060] Step S102, the duty officer's busy board terminal starts the shunting operation automatically;

[0061] Step S103, the shunter requests shunting route processing through the handheld terminal;

[0062] Step S104, the CTC system autonomous machine checks whether there is any time and space conflict between the applied shunting route and the passenger and freight train routes planned in the stage plan and the station yard trains and shunting routes and section occupancy that have been handled by the station yard. If there is a conflict, it prompts to wait and re-execute S103. If there is no conflict, it enters S105;

[0063] Step S105, the CTC system autonomous machine automatically processes the shunting route that has passed the inspection and sends it to the interlocking execution;

[0064] Step S106: The shunting locomotive runs along the shunting route with open signals to the track or the turning point, and the shunter completes the relevant operations of the shunting, and then enters S107;

[0065] Step S107, the CTC system busy board terminal determines whether the current execution hook is the last hook of the work order according to the execution status of the shunting order. If so, the execution of this work order is completed, otherwise S103 is re-executed and the shunter requests the next shunting route.

[0066] The shunting operation sheet in step S101 includes multiple shunting operations, and the content of each shunting operation includes track (line type), direction, operation type and remarks. After the CTC system signs for the operation sheet, it will automatically calculate the lead-out line and lead-out route and push-in route of each shunting operation in the shunting order, which is a basic function of the CTC system. In addition to the CTC system signing for the operation sheet, the shunting driver and shunter should also complete the receipt of the shunting operation sheet information before the operation.

[0067] The step S102 is: after the duty officer reports that the shunting operation conditions are met, the duty officer starts the automatic processing function for the current operation order. The automatic processing functions of different operation orders are independent of each other and are started by the duty officer as needed;

[0068] The step S103 is as follows: after the shunting operation is completed, the shunter applies to the CTC system for the next shunting route. The application content includes the shunting sequence, route direction, and route content of the shunting order. For the shunting route handled in sections, the shunter applies for the next section of route as needed. If there is no operation in the current shunting, the shunter applies to the CTC system for the next shunting route as needed according to the operation status of the shunting machine.

[0069] The step S104 is as follows: after receiving the application for shunting route processing, the CTC system checks whether there is any time and space conflict between the applied shunting route and the passenger and freight train reception and departure planned in the stage plan, or the trains that have been processed through the route and the station and the shunting route and section occupancy. If there is a conflict, the shunter is prompted to wait. After the conflict prompt disappears, the shunter re-executes S103 to apply for shunting route processing. If there is no conflict, enter S105.

[0070] The shunter re-executes S103 to apply for shunting route processing as follows:

[0071] After hearing the system conflict prompt disappearance alarm, the shunter manually reapplies for shunting route processing.

[0072] During non-peak hours, shunters can enable automatic application for shunting routes as needed, that is, after the system conflict prompt disappears, they can automatically apply for shunting routes, reducing the chance of missing route processing due to delays in manual application.

[0073] In step S104, the shunting route is checked to see if there is any time or space conflict between the passenger and freight trains that are planned to be handled in the stage plan, or the trains that have been handled through the route and the station, and the shunting route and section occupancy. The specific logic of the time conflict check is as follows:

[0074] like Figure 2 As shown:

[0075] Shunting route start time t 1 The current time when applying for shunting route.

[0076] Shunting route occupation time t occ This is the time taken for shunting route to be processed and cleared. The CTC system currently uses empirical data, with the default value of 1 minute.

[0077] Shunting route end time t 2 t 1 +t occ .

[0078] The train route starts at ts-ts advt ,in:

[0079] ts represents the route plan start time, tsadvt Indicates the time for advance processing of the entry route;

[0080] For the final arrival and departure trains, ts is the pick-up time in the stage plan;

[0081] For the originating and arriving trains, ts is the departure time in the stage plan;

[0082] For a passing train, ts is the passing time in the stage plan.

[0083] ts advt The time for advance processing of routes is different for train types with different speeds in the stage plan. The CTC system provides default parameter values.

[0084] The train route end time is ts+ts occ ,in:

[0085] Route occupancy time ts occ It is the time taken for a train to enter the route and clear it. The time taken for unprocessed train reception, departure or passing through the route is the default parameter of the CTC system.

[0086] The logical judgment of the time range conflict between the shunting route and the train route is as follows:

[0087]

[0088] like Figure 2 As shown, the gray line represents the train route time range, and the black line represents the shunting route time range.

[0089] When the train route time meets scenario 1: ts+ts occ <t 1 Or scenario 5: ts-ts advt >t 2 When there is no time conflict between the train and the shunting route, the conflict check of the train shunting route is completed and the next step is entered without conflict.

[0090] When the train route time meets scenario 2 t 2 ∈(ts-ts advt ,ts+ts occ ), Scene 3 (ts-ts advt ,ts+ts occ )∈(t 1 ,t 2 ), Scene 4 t 1 ∈(ts-ts advt ,ts+ts occ ), Scene 6 t 1 ∈(ts-ts advt ,ts+tsocc )||t 2 ∈(ts-ts advt ,ts+ts occ ), the train route time conflicts with the shunting route time. At this time, a spatial conflict check is performed on the train route and shunting route with time conflict.

[0091] The specific logic of the space conflict check is:

[0092] Whether there is any spatial conflict between the shunting route requested by the shunter or its extended route and the train route with time conflict.

[0093] Whether there is any spatial conflict between the shunting route or its extended route applied for by the shunter and the trains, shunting routes and sections already handled by the station.

[0094] As a preferred technical solution, the logic of the space conflict between the shunting route extension route and the train route is as follows:

[0095] The search starts from the end of the shunting route requested by the shunter and continues along the route direction and the current switch position in that direction. If the train route is found to be locked or the section is occupied in the station, a space conflict occurs.

[0096] The conflict prompt logic of step S104 is specifically as follows:

[0097] The CTC system checks in real time whether there are any time and space conflicts between the applied shunting route and the passenger and freight train reception and departure planned in the stage plan, or the trains already handled through the route and station and the shunting route and section occupancy. If there is a conflict, the prompt will remain until it is checked in real time that there is no conflict, then the prompt will disappear automatically.

[0098] The step S104 phase plan is specifically as follows:

[0099] The station's 3-hour phase plan is issued by the dispatching center based on the operation plan. This phase plan includes passenger train plans and freight train plans. The station's CTC system has the function of receiving this phase plan and generating corresponding train routes and freight train routes.

[0100] The central operation plan and station stage plan described above have automatic adjustment functions, and can rely on input from external systems such as station yard occupancy, train operation historical data, construction, disaster prevention, power supply, etc. to adjust the plan in real time, which is the basic function of the CTC system. Specific embodiments

[0102] The CTC3.0 system of the present invention and the handheld terminal of the shunter obtain the shunting operation sheet, which can be provided by the current vehicle system.

[0103] like Figure 3 As shown, the specific method of the present invention is as follows:

[0104] 1) The current vehicle system sends the shunting operation order to the station attendant's busy board terminal through the CTC dispatching center interface. The busy board terminal signs for the shunting operation order and generates the corresponding shunting route. At the same time, the current vehicle system sends the shunting operation order to the shunter's handheld terminal for signature;

[0105] 2) The duty officer starts the shunting operation automatically at the busy board terminal;

[0106] 3) The shunter requests shunting route processing through the handheld terminal, which is sent to the CTC duty officer's busy board terminal through the CTC system and the shunting system interface machine;

[0107] 4) The CTC duty officer receives the shunting route application and sends the application route to the autonomous machine for inspection. Check whether there is any time and space conflict between the shunting route applied by the autonomous machine and the passenger and freight train routes planned in the stage plan and the station yard trains and shunting routes and section occupancy that have been processed. If there is a conflict, the CTC system sends a message to the shunter's handheld terminal through the shunting system interface to prompt the shunter to wait for the conflict. The shunter reapplies for shunting route processing after the prompt disappears.

[0108] 5) The CTC system autonomous machine automatically sends the shunting route that has passed the inspection to the interlocking execution;

[0109] 6) The shunting locomotive runs along the shunting route with open signals to the track or turning point, and the shunter completes the relevant operations of this shunting;

[0110] 7) The shunter applies for the next shunting operation. The CTC system automatically sets the current operation as completed based on the application. The CTC system busy board terminal determines whether the current execution is the last one in the operation order based on the execution status of the shunting order. If so, the execution of this operation order is completed. Otherwise, 3) to 6) are repeated.

[0111] 6) End.

[0112] The above is an introduction to the method embodiment. The following is a further explanation of the scheme of the present invention through electronic equipment and storage medium embodiments.

[0113] The embodiment of the present invention also provides an electronic device including a central processing unit (CPU), which 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 device operation 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.

[0114] 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 displays, speakers, etc.; storage units, such as disks, optical disks, etc.; and communication units, such as 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 telecommunication networks.

[0115] The processing unit performs the various methods and processes described above, such as methods S101 to S107. For example, in some embodiments, methods S101 to S107 may be implemented as a computer software program, which is tangibly contained 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 on the device via a ROM and / or a communication unit. When the computer program is loaded into the RAM and executed by the CPU, one or more steps of methods S101 to S107 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute methods S101 to S107 in any other appropriate manner (e.g., by means of firmware).

[0116] The functions described above herein 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: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), and the like.

[0117] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. These program codes can be provided to a processor or controller of a general-purpose computer, a special-purpose computer or other programmable data processing device, so that the program code, when executed by the processor or controller, enables the functions / operations specified in the flow chart and / or block diagram to be implemented. The program code can be executed entirely on the machine, partially on the machine, partially on the machine as a stand-alone software package and partially on a remote machine, or entirely on a remote machine or server.

[0118] In the context of the present invention, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A 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, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0119] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present invention, and these modifications or replacements should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A method for automating shunting routes for mixed passenger and freight train stations, characterized in that: The method includes: Step S101, the CTC system signs for the shunting operation order; Step S102, start the automatic handling of shunting operations; Step S103, the shunting terminal requests shunting route processing; Step S104, the CTC system checks whether there are any time and space conflicts between the applied shunting route and the passenger and freight train routes planned in the stage plan, the station trains and shunting routes handled by the station, and the section occupancy. If there are no conflicts, step S105 is executed, otherwise the shunter is prompted to wait, and S103 is re-executed after the conflict prompt disappears; Step S105, the CTC system automatically handles the shunting route that has passed the inspection; Step S106, the shunting locomotive runs along the shunting route with open signals to the track or the turning point, the shunting terminal completes the relevant operations of the hook shunting, and enters S107; Step S107, the CTC system determines whether the current execution check is the last check of the work order based on the execution status of the shunting order. If so, the execution of this work order is completed, otherwise S103 is re-executed to request the next shunting route.

2. According to claim 1, a method for automating shunting routes for mixed passenger and freight train stations, characterized in that: In the step S102, after the conditions for shunting operations are met, the automatic processing function is enabled for the current operation order, and the automatic processing functions for different operation orders are independent of each other.

3. According to claim 1, a method for automating shunting routes for mixed passenger and freight train stations, characterized in that: In step S103, after the current shunting operation is completed, the CTC system is applied for the next shunting route, wherein the application content includes the shunting sequence, route direction and route content of the shunting order. For the shunting route handled in sections, the next section of the route is applied for as needed; If there is no operation at this hook, apply to the CTC system for the next hook route as needed according to the machine operation status.

4. According to claim 1, a method for automating shunting routes for mixed passenger and freight train stations, characterized in that: The time-space conflict in S104 includes time conflict and space conflict.

5. According to claim 4, a method for automating shunting routes for mixed passenger and freight train stations is characterized in that: The time conflict checking process is as follows: The shunting route start time t1 is the current time when the shunting route is applied; Shunting route occupation time t occ The time taken for the shunting route to be processed and cleared; The end time of the shunting route is t2 = t1 + t occ ; The train route starts at ts-ts advt ,in: ts represents the route plan start time, ts advt Indicates the time for advance processing of the entry route; For the final arrival and departure trains, ts is the pick-up time in the stage plan; For the originating and arriving trains, ts is the departure time in the stage plan; For a passing train, ts is the passing time in the stage plan; ts advt The time for advance processing of routes is different for train types with different speeds in the stage plan. The CTC system provides default parameter values. The train route end time is ts+ts occ ,in: Route occupancy time ts occ The time taken for a train to enter the route and clear it.

6. According to claim 5, a method for automating shunting routes for mixed passenger and freight train stations is characterized in that: The space conflict check is performed on the train route and the shunting route with time conflict. The space conflict check process is as follows: Whether there is a spatial conflict between the shunting route or its extended route requested by the shunter and the train route with time conflict; Whether there is any spatial conflict between the shunting route or its extended route applied for by the shunter and the trains, shunting routes and sections already handled by the station.

7. The method for automating shunting routes for mixed passenger and freight train stations according to claim 6 is characterized in that: The logical judgment of the space conflict between the extended shunting route and the train route is as follows: The search starts from the end of the shunting route requested by the shunter and continues along the route direction and the current switch position in that direction. If the train route is found to be locked or the section is occupied in the station, a space conflict occurs.

8. According to claim 1, a method for automating shunting routes for mixed passenger and freight train stations, characterized in that: The conflict prompt in S104 is specifically: The CTC system checks in real time whether there are any time and space conflicts between the applied shunting route and the passenger and freight train reception and departure planned in the stage plan, or the trains already handled through the route and station and the shunting route and section occupancy. If there is a conflict, the prompt will remain until it is checked in real time that there is no conflict, then the prompt will disappear automatically.

9. The method for automating shunting routes for mixed passenger and freight train stations according to claim 1 is characterized in that: The stage plan in S104 is specifically as follows: The station's N-hour phase plan is issued by the dispatching center based on the operation plan. This phase plan includes passenger train plans and freight train plans. The station's CTC system has the function of receiving this phase plan and generating corresponding train routes and freight train routes.

10. The method for automating shunting routes for mixed passenger and freight train stations according to claim 9, characterized in that: The phased plan has an automatic adjustment function, relying on external system inputs such as station occupancy, train operation history data, construction, disaster prevention, and power supply to adjust the plan in real time.

11. The method for automating shunting routes for mixed passenger and freight train stations according to claim 1, characterized in that: The specific steps of re-executing S103 in S104 are as follows: After hearing the system conflict prompt disappearance alarm, the shunter manually re-applies for shunting route processing; During non-rush hours, the shunter can automatically apply for shunting routes as needed, that is, after the system conflict prompt disappears, the shunting route will be automatically applied for.

12. An electronic device comprising a memory and a processor, wherein a computer program is stored in the memory, wherein: When the processor executes the program, the method according to any one of claims 1 to 11 is implemented.

13. A computer-readable storage medium having 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 11 is implemented.

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