Railway operation plan processing method and system

Abstract

The invention discloses a railway operation plan processing method and system, and the method comprises the steps: obtaining an operation plan at a certain distance from a platform, and determining the variable information in the operation plan; secondly, on the basis of variable information in the determined operation plan, performing legality check on the obtained operation plan; then, after the validity check is passed, splicing the obtained operation plan with the previous operation plan to form a spliced operation plan; and finally, carrying out validity screening on the spliced operation plan, and judging whether the spliced operation plan is valid or not. According to the method, a plurality of train receiving station track numbers are set for each station, so that the operation plan processing of the station with the waist turnout is supported, and the application range is wider.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail transit, and particularly relates to a method and system for processing railway operation plans. Background Art

[0002] The train operation control system is a key technology to ensure the safe and high-speed operation of trains, abbreviated as the train control system. The train driving subsystem (ATO) is an important part of the train operation control system. Among them, operation plan processing is one of the important functions of the ATO system. Its basic principle is that on-vehicle ATO obtains the operation plan of the previous station and the running time between intervals through vehicle-ground wireless communication, so as to achieve interval time control and respond to platform operations.

[0003] Currently, in the CBTC system, the operation plan is sent from ATS to the vehicle through vehicle-ground communication. The content of the operation plan includes the operation level, skip-stop / holding order, etc. Different operation levels represent different maximum running speeds. Therefore, it can only roughly adjust the operation efficiency and cannot accurately set the arrival time and departure time. Vehicle-ground communication covers the whole line. Once the vehicle-ground communication is interrupted, the on-vehicle ATO cannot obtain the operation plan information. Therefore, the above solution is applicable to urban rail transit lines with short station intervals and has strict requirements for the wireless coverage range.

[0004] In the C3+ATO and C2+ATO systems, the operation plan is sent from TSRS / CCS to the vehicle through vehicle-ground communication. The content of the operation plan consists of the departure track of the previous station, the departure time of the previous station, the arrival track of this station, the arrival time of this station, etc. It can accurately control the departure time and arrival time, but it also requires full-line coverage of vehicle-ground communication, cannot handle the situation where there is a waist switch in the track, and there is a certain continuity between the plan of this station and the plan of the previous station. When the train departs from the previous station, the description of the receiving approach for the next station in the plan cannot be adjusted, otherwise it cannot be spliced with the previous plan segment.

[0005] In domestic conventional railways, if the problem of "boarding according to the plan" is to be solved, the solutions of CBTC, C3+ATO, and C2+ATO are not applicable because the station intervals of conventional lines are long and full-line wireless network coverage will greatly increase the construction cost. In addition, since some lines need to operate ten thousand-ton or even twenty-thousand-ton freight trains, the tracks are long and there are switches in the middle of the tracks. The existing solutions cannot handle stations with waist switches (also called middle switches) in the tracks. Summary of the Invention

[0006] In view of the above problems, the purpose of the present invention is to provide a method for processing railway operation plans, including, Obtain the operation plan at a certain distance from the platform and determine the following variable information in the operation plan: The number of receiving tracks at this station, multiple receiving track numbers at this station, the arrival time at this station, the departure track number at this station, the departure time at this station, the operation content at this station, the number of receiving tracks at the next station, multiple receiving track numbers at the next station, the arrival time at the next station, the departure track at the next station, the departure time at the next station, and the operation content at the next station; Based on the variable information in the determined operation plan, perform a legality check on the obtained operation plan; After the legality check passes, splice the obtained operation plan with the previous operation plan to form a spliced operation plan; Perform an effectiveness screening on the spliced operation plan to determine whether the spliced operation plan is valid.

[0007] Further, performing a legality check on the obtained operation plan based on the variable information in the determined operation plan includes one or more of the following checks: The value of each variable is within the legal range, the departure track number at this station is one of the multiple receiving track numbers at this station, the departure track number at the next station is one of the multiple receiving track numbers at the next station, and the arrival and departure time relationship of the train satisfies: arrival time at this station <= departure time at this station < arrival time at the next station <= departure time at the next station.

[0008] Further, the value of the unused receiving track number among the multiple receiving track numbers at this station or the multiple receiving track numbers at the next station is an invalid value.

[0009] Further, before splicing the obtained operation plan with the previous operation plan, it also includes storing the obtained operation plan.

[0010] Further, splicing the obtained operation plan with the previous operation plan to form a spliced operation plan includes: If the obtained operation plan and the previous operation plan include the same station and the variable information is the same, after redundant coverage, then perform splicing; If the obtained operation plan and the previous operation plan include the same station but the variable information is different, directly perform splicing.

[0011] Further, performing an effectiveness screening on the spliced operation plan to determine whether the spliced operation plan is valid includes, After the train enters the station, obtain the passing track number from the data packet sent by the transponder on the track passed by the train; Compare the obtained passing track number with the track number in the spliced operation plan. Among them, if the two are the same, the spliced operation plan is valid, otherwise, the spliced operation plan is invalid.

[0012] Further, it further includes that when the spliced operation plan is valid, based on the train receiving and dispatching status at the current station where the train is located, the plan part before the current station in the spliced operation plan is deleted to obtain the final operation plan.

[0013] Further, it further includes Based on the final operation plan, the track numbers passed are sequentially obtained from the data packets sent by the balises on the tracks passed by the train; The obtained track numbers passed are respectively compared with the track numbers in the final operation plan, where If the two are consistent, the validity of the final operation plan is maintained, and arrival / departure operations or passing operations are performed according to the final operation plan, and the time calculation for the next section is carried out; Otherwise, the final operation plan is invalid, and it is judged whether to stop and speed control is performed.

[0014] Further, the running time of the next section satisfies: Running time of the next section = Arrival time at the next station - Departure time at the current station.

[0015] Another object of the present invention is to provide a railway operation plan processing system, including An acquisition module, configured to acquire an operation plan when at a certain distance from the platform and determine the following variable information in the operation plan: The number of receiving tracks at the current station, multiple receiving track numbers at the current station, arrival time at the current station, departure track number at the current station, departure time at the current station, operation content at the current station, number of receiving tracks at the next station, multiple receiving track numbers at the next station, arrival time at the next station, departure track at the next station, departure time at the next station, and operation content at the next station; An inspection module, configured to perform a legality inspection on the acquired operation plan based on the variable information in the determined operation plan; A management module, configured to splice the acquired operation plan with the previous operation plan to form a spliced operation plan after the legality inspection passes; and configured to perform an effectiveness screening on the spliced operation plan to judge whether the spliced operation plan is valid.

[0016] By setting multiple receiving track numbers at each station, the method of the present invention realizes the processing of operation plans for stations with waist turnouts, has a wider application range, and solves the problem that the existing system only supports one receiving track number at each station and cannot process tracks with waist turnouts. In addition, during the train operation, the operation plan is obtained near the station, and management operations such as splicing, validity screening, and deletion are performed on the operation plan. Furthermore, only vehicle-ground wireless communication near the station is required, with less dependence on communication and lower construction costs. This is different from the problem of maintaining the continuity of the plan through full-line vehicle-ground communication in the existing system. Therefore, the above method of the present invention makes the processing of the operation plan more applicable.

[0017] Other features and advantages of the present invention will be described in the following specification, and, in part, will be obvious from the specification or will be understood by implementing the present invention. The objectives and other advantages of the present invention can be realized and obtained through the structures pointed out in the specification, claims, and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0019] Figure 1 It shows a schematic flow chart of a method for processing a railway operation plan in an embodiment of the present invention; Figure 2 It shows a schematic diagram of a station track structure in an embodiment of the present invention; Figure 3 It shows another schematic diagram of a station track structure in an embodiment of the present invention; Figure 4 It shows a schematic diagram of a structure of a railway operation plan processing system in an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0020] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the drawings in the embodiments of the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts fall within the protection scope of the present invention.

[0021] As Figure 1As shown in the figure, an embodiment of the present invention introduces a method for processing railway operation plans. The processing method includes: First, when the train is at a certain distance from the platform, obtain the operation plan and determine the following variable information in the operation plan: the number of receiving tracks at this station, the numbers of multiple receiving tracks at this station, the arrival time at this station, the departure track number at this station, the departure time at this station, the operation content at this station, the number of receiving tracks at the next station, the numbers of multiple receiving tracks at the next station, the arrival time at the next station, the departure track at the next station, the departure time at the next station, and the operation content at the next station; Second, based on the variable information in the determined operation plan, perform a legality check on the obtained operation plan; Then, after the legality check passes, splice the obtained operation plan with the previous operation plan to form a spliced operation plan; Finally, perform an effectiveness screening on the spliced operation plan to determine whether the spliced operation plan is effective. The existing system only supports one receiving track number per station and cannot handle tracks with turnout in the middle. The above method supports the processing of operation plans for stations with turnout in the middle by setting multiple receiving track numbers at each station, and has a wider application range.

[0022] Specifically, when the train runs to a certain distance from the platform of this station, obtain the operation plan. That is, during the running process of the train, obtain the operation plan when approaching the platform. As Figure 2 shown, in the group operation control system, the source of the operation plan is set by the Centralized Traffic Control (CTC) system, and is sent to the on-vehicle device by the ground Group Control Center (GCC) through vehicle-ground wireless communication. The vehicle-ground communication only exists in the area near the platform (from the three track sections in front of the approaching signal to the three track sections behind the departure signal: that is, the area included in the arc in the figure). Therefore, in the embodiment of the present invention, when the train runs into the vehicle-ground communication interaction area, it starts to obtain the operation plan. Preferably, obtain the operation plan after passing the approach signal. Furthermore, in the existing system, the vehicle-ground communication throughout the line is used to maintain the continuity of the plan. This solution only requires vehicle-ground wireless communication near the station, has less dependence on communication, and lower construction costs.

[0023] Furthermore, the operation plan includes the numbers of multiple receiving tracks at this station and the numbers of multiple receiving tracks at the next station. Preferably, the numbers of the receiving tracks at this station and the receiving tracks at the next station are each N, where N is an integer and N≥2. Further, taking N = 3 as an example for illustration, the content of the operation plan includes: the number of receiving tracks at this station, receiving track number 1 at this station, receiving track number 2 at this station, receiving track number 3 at this station, arrival time at this station, departure track number at this station, departure time at this station, operation content at this station, the number of receiving tracks at the next station, receiving track number 1 at this station, receiving track number 2 at this station, receiving track number 3 at this station, arrival time at the next station, departure track at the next station, departure time at the next station, and operation content at the next station. Even further, as shown in Table 1: Table 1 Content of the operation plan

[0024] In Table 1, the departure time and arrival time are used to calculate the running time between stations; the operation content is used to determine whether to clear the stop point at this station through the station; the number of tracks at this station and the N (3 in the table) track numbers are used to handle the situation where there is a crossover in the middle of the track. In addition, when the number of the numbers of multiple receiving tracks at this station is greater than the number of receiving tracks at this station or the number of the numbers of multiple receiving tracks at the next station is greater than the number of receiving tracks at the next station, the value of the unused receiving track number variable is an invalid value. As shown in Table 1, the invalid value is 0xFFFFFFFF. In the existing C2 / C3 (abbreviations of CTCS-2 level and CTCS-3 level, where CTCS: Chinese Train Control System) solutions, only one track number is set, and the tracks with crossovers cannot be handled; in the embodiments of the present invention, by setting multiple track numbers at each station, the processing of the operation plan for stations with crossovers is supported, and the application range is wider.

[0025] In the embodiments of the present invention, based on the variable information in the determined operation plan, the legality check of the obtained operation plan includes one or more of the following checks: the value of each variable is within the legal range, the departure track number at this station is one of the numbers of multiple receiving tracks at this station, the departure track number at the next station is one of the numbers of multiple receiving tracks at the next station, and the arrival and departure time relationship of the train satisfies: arrival time at this station <= departure time at this station < arrival time at the next station <= (less than or equal to) departure time at the next station. Further, if this station is a through station, then the arrival time at this station = the departure time at this station.

[0026] Furthermore, after the legality check is passed, the method further includes performing plan management on the acquired operation plan. Specifically, the plan management includes plan storage, plan splicing, train reception and dispatching management, plan validity screening, plan deletion, and time-division calculation. Specifically, plan storage includes that after the operation plan is acquired and passes the legality check, the on-board ATO (Automatic Train Operation: train driving subsystem) device stores the operation plan.

[0027] Plan splicing includes splicing the acquired operation plan with the previous operation plan to form a spliced ​​operation plan; specifically, when acquiring the operation plan, it is acquired when approaching the station (i.e. entering Figure 2 The operation plan always describes the arrival and departure of the current station and the next station, which involves the redundant coverage of the old operation plan (the previous operation plan) and the new operation plan (the operation plan obtained in real time). Among them, if the new operation plan includes the same station as the old operation plan and the variable information is the same, they are spliced ​​after redundant coverage. For example, if the old operation plan is AABB and the new operation plan is BBCC, they are spliced ​​into AABBCC and wait for processing; if the old operation plan is AABB (AABB is the operation plan received by the train when it approaches the first station, and the operation plan indicates that the second station will stop at track B), and the new operation plan is B2B2CC (B2B2CC is the operation plan obtained by the train when it approaches the second station, and the operation plan indicates that the train will no longer stop at track B at the second station as planned, but will be changed to stop at track B2), the two operation plans are directly spliced ​​into AABBB2B2CC and wait for processing, wherein AA represents the receiving and dispatching tracks of the first station, BB represents the receiving and dispatching tracks of the second station, CC represents the receiving and dispatching tracks of the third station, and B2B2 represent the receiving and dispatching tracks of the second station where the receiving route is temporarily adjusted after leaving the first station. The above-mentioned operation plan splicing is not limited to this. If the operation plan received at the first station is AABB, and the second station has an abnormality and does not receive the operation plan, when the operation plan CCDD is directly received at the third station, the operation plan splicing and other processing are also directly performed. Thus, by splicing and obtaining the operation plan when approaching the station, it is supported to temporarily adjust the next station to receive the train after leaving the previous station, which is more flexible and improves the reliability and safety of train operation.

[0028] The management of receiving and dispatching trains includes the process of receiving trains after the train passes the entry signal; the process of dispatching trains after the train passes the exit signal (the situation of passing the station without stopping) or after the train stops steadily in the station and then dispatches (the situation of arrival and departure).

[0029] The screening of the plan validity is to screen the validity of the spliced operation plan. To determine whether the spliced operation plan is a valid operation plan includes: First, after the train enters the station, the on-board ATO device obtains the track number passed through from the data packet sent by the balise on the track passed by the train, and determines the actually passed track number. Then, compare the obtained track number with the track number in the spliced operation plan. If there is a consistent track number in the spliced operation plan, the spliced operation plan is valid; otherwise, it is considered that the spliced operation plan is invalid. For example: The track number in the balise is B, and the spliced operation plan is AABBCC. Then the on-board ATO device determines that the plan is valid and uses the operation plan of the second station currently. It should be noted that: The operation plan AABB is received at the first station, and the operation plan B1B1CC is received when approaching the second station and then spliced into the operation plan AABBB1B1CC. Further, the updated operation plan B2B2CC of the second station is received and then spliced into the operation plan AABBB1B1CCB2B2CC. When the train passes over the track balise of the second station, it will compare from the end forward according to the "number of receiving tracks" in the operation plan message (operation plan content), and when B2 is matched, the plan is valid. That is, the track number in the actually passed balise is compared in reverse order with the spliced operation plan according to the "number of receiving tracks". Furthermore, in the existing train control systems such as C2 and C3, there must be continuity between the previous plan and the next plan, otherwise the plan is invalid. Therefore, it is impossible to support the temporary adjustment of the receiving route. The above method in the embodiment of the present invention enables the previous station plan and the next station plan to have no continuity, supports the temporary adjustment of the next station receiving route after the train departs from the previous station, is more flexible in operation, and improves the reliability and safety of train operation.

[0030] The plan deletion includes deleting the plan part before the current station in the spliced operation plan based on the validity screening result of the spliced operation plan (that is, the screening result is that the spliced operation plan is valid) and the train's receiving and dispatching status at the current station, to obtain the final operation plan. For example, the spliced operation plan is AABBCC, and the current train enters the station of B Station (the second station can also be called B Station), and the plan before B Station is deleted, and the operation plan becomes BBCC. Preferably, the receiving status refers to the period before parking after entering the station, and the departure status refers to the period from departure to entering the next station. When changing from departure to receiving, that is, each time entering the station, the previous part of the plan is deleted. It should be noted that: The operation plan of the first station in the spliced operation plan has been executed. Therefore, the timing of deleting the executed operation plan can be after the validity screening, or can be deleted when the train enters the station but the validity screening has not been performed, and it does not affect the processing of the operation plan. Thus, the deletion of the executed plan in the operation plan effectively avoids the problem that the operation plan becomes more and more and occupies memory, and further ensures the reliability of the train operation system.

[0031] The time calculation for intervals includes: if the combined operation plan is valid and the deletion is completed, then calculate the running time for the next interval in the final operation plan: Running time for the next interval = Arrival time at the next station - Departure time from this station.

[0032] In an embodiment of the present invention, the method further includes periodically checking the validity of the operation plan. Specifically, first, the on-vehicle ATO device periodically obtains the track numbers passed through from the data packets of the balises on the tracks passed by the train based on the final operation plan. Then, compare the obtained track numbers passed through with the track numbers in the final operation plan. Among them, if the two are the same, maintain the validity of the final operation plan, perform arrival / departure operations or passing operations according to the final operation plan, and perform the time calculation for the next interval; otherwise, the final operation plan is invalid, and it is determined whether to stop and perform speed control. Further, every time the train enters the station and presses into a track, it is determined whether the final plan is valid. In an embodiment of the present invention, the data packet of the balise is a C13 packet, the balise is a balise containing a C13 packet, and the C13 packet includes the track number.

[0033] Exemplarily, (1) Under normal circumstances (the route matches the plan): As Figure 3 shown, if there is a crossover at a certain station and the receiving route is X -> X3L -> X3, then the number of receiving tracks at this station in the operation plan should be 2. The receiving track ID1 at this station is the track number of 3GI, the receiving track ID2 at this station is the track number of 3GII, and the receiving track ID3 at this station is filled with 0xFFFFFFFF.

[0034] After the train passes over the FCZ balise, the track number in the C13 packet of the balise obtained is the number of 3GI, which is the same as the comparison with "Receiving track at this station ID1" in the operation plan, and the plan is valid; when the train continues to move forward and passes over JD4, the track number in the C13 packet of the balise obtained is the number of 3GII, which is the same as the comparison with "Receiving track at this station ID2" in the operation plan, and the plan remains valid, and arrival / departure / passing operations and the time calculation for the next interval can be performed according to the plan.

[0035] (2) Under abnormal circumstances (the route does not match the operation plan): As Figure 3 shown, if there is a crossover at a certain station and the receiving route is X -> X3L -> X3, but the receiving track ID1 at this station in the operation plan is the track number of 3GI, the receiving track ID2 at this station is the track number of 1GII, and the receiving track ID3 at this station is filled with 0xFFFFFFFF.

[0036] When the train passes over the FCZ balise, the track number of the C13 packet in the balise is obtained as 3GI, which is the same as the "inbound track at this station" ID1 in the operation plan, and the plan is valid. After the train continues to move forward and passes over JD4, the track number of the C13 packet in the balise is obtained as 3GII, but the "inbound track at this station" ID2 in the operation plan describes the track number as 1GII, which does not match the obtained one, so the operation plan is invalid and the arrival / departure / passing operation and the calculation of the time slot of the operation plan cannot be executed. (When the operation plan is invalid, it is determined whether to stop according to the track code, and speed control is performed according to the MRSP (Most Restrictive Speed Profile)).

[0037] In an embodiment of the present invention, the above method is implemented in on-vehicle ATO.

[0038] In an embodiment of the present invention, the above method can be applied to conventional railways.

[0039] As Figure 4 shown, an embodiment of the present invention also introduces a railway operation plan processing system capable of executing the above method. The system includes an acquisition module, an inspection module, and a management module. Among them, the acquisition module is used to obtain the operation plan at a certain distance from the platform and determine the following variable information in the operation plan: the number of inbound tracks at this station, multiple inbound track numbers at this station, the arrival time at this station, the outbound track number at this station, the departure time at this station, the operation content at this station, the number of inbound tracks at the next station, multiple inbound track numbers at the next station, the arrival time at the next station, the outbound track at the next station, the departure time at the next station, and the operation content at the next station. The inspection module is used to perform a legality check on the obtained operation plan based on the variable information in the determined operation plan. The management module is used to splice the obtained operation plan with the previous operation plan to form a spliced operation plan after the legality check passes, and to perform an effectiveness screening on the spliced operation plan to determine whether the spliced operation plan is valid. The above system does not rely on full-line vehicle-ground wireless coverage and can handle the case of waist switches at the same time, making the control of the train operation plan more reliable.

[0040] Although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements on some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A railway operation plan processing method, characterized in that: include, Get the operation plan at a certain distance from the platform and determine the following variable information in the operation plan: The number of receiving tracks at this station, the numbers of multiple receiving tracks at this station, the arrival time at this station, the number of departure tracks at this station, the departure time at this station, the operation content at this station, the number of receiving tracks at the next station, the numbers of multiple receiving tracks at the next station, the arrival time at the next station, the departure tracks at the next station, the departure time at the next station, and the operation content at the next station; Based on the variable information in the determined operation plan, the obtained operation plan is checked for legality; After the legality check is passed, the acquired operation plan is spliced ​​with the previous operation plan to form a spliced ​​operation plan; The spliced ​​operation plan is screened for effectiveness to determine whether the spliced ​​operation plan is effective.

2. The railway operation plan processing method according to claim 1, characterized in that: Based on the variable information in the determined operation plan, the validity check of the obtained operation plan includes one or more of the following checks: The values ​​of each variable are within the legal range, the departure track number of this station is one of multiple receiving track numbers of this station, the departure track number of the next station is one of multiple receiving track numbers of the next station, and the arrival and departure time relationship of the train satisfies: the receiving time of this station <= the departure time of this station < the picking time of the next station <= the departure time of the next station.

3. The railway operation plan processing method according to claim 2, characterized in that: The value of an unused receiving track number among multiple receiving track numbers at this station or multiple receiving track numbers at the next station is an invalid value.

4. The railway operation plan processing method according to any one of claims 1 to 3, characterized in that: Before splicing the acquired operation plan with the previous operation plan, the acquired operation plan is also stored.

5. The railway operation plan processing method according to claim 4, characterized in that: The acquired operation plan is spliced ​​with the previous operation plan to form a spliced ​​operation plan including: If the acquired operation plan includes the same stations as the previous operation plan and the variable information is the same, redundancy is covered and then spliced; If the acquired operation plan includes the same stations as the previous operation plan but the variable information is different, they will be directly spliced.

6. The railway operation plan processing method according to claim 5, characterized in that: Screen the effectiveness of the spliced ​​operation plan to determine whether the spliced ​​operation plan is effective, including: After the train enters the station, the track number passed by the train is obtained from the data packet sent by the transponder on the track passed by the train; The acquired track number is compared with the track number in the spliced ​​operation plan, wherein if the two are consistent, the spliced ​​operation plan is valid, otherwise, the spliced ​​operation plan is invalid.

7. The railway operation plan processing method according to claim 6, characterized in that: It also includes deleting the plan part before the current station in the spliced ​​operation plan when the spliced ​​operation plan is valid, based on the train reception and dispatching status at the current station, to obtain the final operation plan.

8. The railway operation plan processing method according to claim 7, characterized in that: Also includes, Based on the final operation plan, the track numbers passed by the train are obtained from the data packets sent by the transponders on the tracks passed by the train in sequence; Compare the track numbers obtained with the track numbers in the final operation plan, where: If the two are consistent, the final operation plan is maintained and effective, and the dispatch operation or the passing operation is carried out according to the final operation plan, and the time calculation of the next interval is carried out; Otherwise, the final operation plan is invalid, and it is determined whether to stop and perform speed control.

9. The railway operation plan processing method according to claim 8, characterized in that: The running time of the next interval satisfies: The running time of the next section = the arrival time of the next station - the departure time of this station.

10. A railway operation plan processing system, characterized in that: include, The acquisition module is used to obtain the operation plan at a certain distance from the platform and determine the following variable information in the operation plan: The number of receiving tracks at this station, the numbers of multiple receiving tracks at this station, the arrival time at this station, the number of departure tracks at this station, the departure time at this station, the operation content at this station, the number of receiving tracks at the next station, the numbers of multiple receiving tracks at the next station, the arrival time at the next station, the departure tracks at the next station, the departure time at the next station, and the operation content at the next station; A checking module, used for checking the legality of the acquired operation plan based on the variable information in the determined operation plan; A management module is used to splice the acquired operation plan with the previous operation plan to form a spliced ​​operation plan after the legality check is passed; It is also used to screen the effectiveness of the spliced ​​operation plan to determine whether the spliced ​​operation plan is effective.

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