Railway operation plan processing method and system

Abstract

The present invention discloses a method and system for processing railway operation plans. The method comprises: first, obtaining an operation plan at a certain distance from a platform and determining variable information in the operation plan; second, performing a validity check on the obtained operation plan based on the determined variable information in the operation plan; then, after passing the validity check, splicing the obtained operation plan with the previous operation plan to form a spliced operation plan; and finally, performing a validity screening on the spliced operation plan to determine whether the spliced operation plan is valid. By setting multiple receiving track numbers at each station, the above method supports operation plan processing for stations with waist-branched tracks, which has a wider range of applications.

Description

Technical Field

[0001] The present invention belongs to the field of rail transportation technology, and in particular relates to a railway operation plan processing method and system. Background Art

[0002] The train operation control system, also known as the train control system, is a key technology for ensuring safe and high-speed train operation. The automated train operation (ATO) subsystem is a crucial component of the system. Operation plan processing is a key function of the ATO system. Its basic principle is that the onboard ATO obtains the operation plan and interval operation time of the preceding station through wireless train-to-ground communication, thereby implementing interval time-sharing control and responding to platform operations.

[0003] Currently, in CBTC systems, the ATS transmits operation plans to trains via train-to-ground communication. These plans include operating levels, skip / detention commands, and other information. Different operating levels indicate different maximum operating speeds, making it possible to only roughly adjust operating efficiency and not precisely set arrival and departure times. Train-to-ground communication requires full line coverage; if this communication is interrupted, the onboard ATO loses access to the operation plan. Therefore, this solution is suitable for urban rail transit lines with short intervals between stations and stringent wireless coverage requirements.

[0004] In the C3+ATO and C2+ATO systems, the TSRS / CCS sends the operation plan to the train through the train-ground communication. The operation plan consists of the departure track of the previous station, the departure time of the previous station, the arrival track of the current station, the arrival time of the current station, etc. It can accurately control the departure and arrival times, but it also requires full coverage of the train-ground communication. It cannot handle the situation where the track has a waist branch, and the plan of the current station has a certain continuity with the plan of the previous station. When the train departs from the previous station, the description of the receiving route of the next station in the plan cannot be adjusted, otherwise it cannot be spliced with the previous plan.

[0005] If the "planned train boarding" problem is to be solved on domestic conventional railways, the CBTC, C3+ATO, and C2+ATO solutions are not applicable. This is because conventional lines have long distances between stations, and wireless network coverage along the entire line would significantly increase construction costs. In addition, since some lines need to operate 10,000-ton or even 20,000-ton freight trains, the tracks are long and there are switches in the middle of the tracks. Existing solutions cannot handle stations with mid-track switches (also known as middle switches). Summary of the Invention

[0006] In view of the above problems, the present invention aims to provide a railway operation plan processing method, comprising:

[0007] Get the operation plan at a certain distance from the platform and determine the following variable information in the operation plan:

[0008] 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;

[0009] Based on the variable information in the determined operation plan, the obtained operation plan is checked for legality;

[0010] After the validity check passes, the acquired operation plan is spliced with the previous operation plan to form a spliced operation plan;

[0011] Perform validity screening on the spliced operation plan to determine whether the spliced operation plan is valid.

[0012] Furthermore, based on the determined variable information in the operation plan, the validity check of the obtained operation plan includes one or more of the following checks:

[0013] 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.

[0014] Furthermore, the value of an 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.

[0015] Furthermore, before splicing the obtained operation plan with the previous operation plan, the obtained operation plan is stored.

[0016] Furthermore, the acquired operation plan is spliced with the previous operation plan to form a spliced operation plan including:

[0017] If the acquired operation plan includes the same stations as the previous operation plan and the variable information is the same, redundancy is overwritten and then spliced;

[0018] 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 together.

[0019] Furthermore, the effectiveness of the spliced operation plan is screened to determine whether the spliced operation plan is effective.

[0020] After the train enters the station, it obtains the track number it passes through from the data packet sent by the transponder on the track it passes through;

[0021] The obtained track number is compared with the track number in the spliced operation plan. If the two are consistent, the spliced operation plan is valid; otherwise, the spliced operation plan is invalid.

[0022] Furthermore, when the spliced operation plan is valid, based on the train reception and dispatching status at the current station, the plan part before the current station in the spliced operation plan is deleted to obtain the final operation plan.

[0023] Furthermore,

[0024] Based on the final operation plan, the track numbers of the tracks passed by the train are obtained from the data packets sent by the transponders on the tracks passed by the train.

[0025] Compare the track numbers obtained with the track numbers in the final operation plan, where:

[0026] If the two are consistent, the final operation plan is maintained and valid, and the delivery operation or passing operation is carried out according to the final operation plan, and the time and minute calculation of the next interval is carried out;

[0027] Otherwise, the final operation plan is invalid, and it is determined whether to stop and perform speed control.

[0028] Furthermore, the running time of the next interval satisfies:

[0029] The running time of the next section = the arrival time of the next station - the departure time of this station.

[0030] Another object of the present invention is to provide a railway operation plan processing system, comprising:

[0031] 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:

[0032] 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;

[0033] A checking module, configured to check the legality of the acquired operation plan based on variable information in the determined operation plan;

[0034] The 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; and is used to screen the validity of the spliced operation plan to determine whether the spliced operation plan is valid.

[0035] The method of the present invention supports the operation plan processing of stations with waist-branched tracks by setting multiple receiving track numbers at each station. It 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-branched tracks.

[0036] In addition, during the operation of the train, the operation plan is obtained near the station, and management operations such as splicing, validity screening, and deletion are performed on the operation plan. Therefore, only wireless communication between the train and the ground is required near the station, which has low dependence on communication and lower construction costs. This is different from the problem of maintaining the continuity of the plan through full-line train-to-ground communication in the existing system. Therefore, the above method of the present invention makes the processing of the operation plan more applicable.

[0037] Other features and advantages of the present invention will be described in the following description, and in part will become apparent from the description, or will be understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures pointed out in the description, claims and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0039] Figure 1 A schematic flow chart of a railway operation plan processing method according to an embodiment of the present invention is shown;

[0040] Figure 2 A schematic diagram of a station track structure in an embodiment of the present invention is shown;

[0041] Figure 3 A schematic diagram of another station track structure in an embodiment of the present invention is shown;

[0042] Figure 4 A schematic structural diagram of a railway operation plan processing system in an embodiment of the present invention is shown. DETAILED DESCRIPTION

[0043] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only 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 making creative efforts shall fall within the scope of protection of the present invention.

[0044] like Figure 1 As shown, an embodiment of the present invention introduces a railway operation plan processing method, which includes, first, obtaining an operation plan at a certain distance from the platform, and determining the following variable information in the operation plan: the number of receiving tracks at this station, multiple receiving track numbers 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, 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; secondly, based on the determined variable information in the operation plan, performing a validity check on the obtained operation plan; then, after the validity check passes, splicing the obtained operation plan with the previous operation plan to form a spliced operation plan; finally, performing a validity screening on the spliced operation plan to determine whether the spliced operation plan is valid. The existing system only supports one receiving track number at each station and cannot handle tracks with waist switches. The above method supports the operation plan processing of stations with waist switches by setting multiple receiving track numbers at each station, and has a wider range of applications.

[0045] Specifically, when the train reaches a certain distance from the platform of the station, the operation plan is obtained. That is, when the train is running, the operation plan is obtained when it approaches the platform. Figure 2 As shown, in a group operation control system, the operation plan originates from the Centralized Traffic Control (CTC) system and is transmitted to onboard equipment by the ground-based Group Control Center (GCC) via train-to-ground wireless communication. Train-to-ground communication only exists in the area near the platform (from the three track sections before the arrival signal to the three track sections after the departure signal; the area enclosed by the arc in the figure). Therefore, in this embodiment of the present invention, the train begins acquiring the operation plan when it reaches the train-to-ground communication interaction area, preferably after passing the advance signal. Furthermore, while existing systems rely on full-line train-to-ground communication to maintain plan continuity, this solution only requires train-to-ground wireless communication near stations, minimizing reliance on communication and lowering construction costs.

[0046] 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 number of receiving tracks at this station and the number of receiving tracks at the next station are N respectively, N is an integer, N≥2, and further, taking N as an example, the selection of 3 is used as an example, and the content of the operation plan includes: the number of receiving tracks at this station, the receiving track number 1 at this station, the receiving track number 2 at this station, the receiving track number 3 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 receiving track number 1 at this station, the receiving track number 2 at this station, the receiving track number 3 at this 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. Furthermore, as shown in Table 1:

[0047] Table 1 Operation plan contents

[0048]

[0049] In Table 1, the departure and receiving times are used to calculate the interval running time; the operation content determines whether to clear the stop at the station passing through the station; the number of tracks at the station and N (3 in the table) track numbers are used to handle the situation where the tracks have split tracks. Furthermore, when the number of receiving tracks at the station exceeds the number of receiving tracks at the station, or when the number of receiving tracks at the next station exceeds the number of receiving tracks at the next station, the number variables of the unused receiving tracks are invalid. As shown in Table 1, the invalid value is 0xFFFFFFFF. Existing C2 / C3 (CTCS-2 and CTCS-3, where CTCS stands for Chinese Train Control System) solutions only set a single track number and cannot handle tracks with split tracks. In the embodiments of the present invention, multiple track numbers are set at each station to support operation planning for stations with split tracks, which has a wider range of applications.

[0050] In this embodiment of the present invention, 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 the current station is one of multiple receiving track numbers of the current station, the departure track number of the next station is one of multiple receiving track numbers of the next station, and the train arrival and departure times meet the following relationship: the current station's receiving time <= the current station's departure time < the next station's receiving time <= (less than or equal to) the next station's departure time. Furthermore, if the current station is a passing station, the current station's receiving time = the current station's departure time.

[0051] Furthermore, after the validity check passes, the method also includes managing the acquired operation plan. Specifically, plan management includes plan storage, plan concatenation, train reception and dispatch management, plan validity screening, plan deletion, and time-sharing calculation. Specifically, plan storage involves the onboard Automatic Train Operation (ATO) device storing the acquired operation plan after it passes the validity check.

[0052] 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 data is obtained when there is train-to-ground communication in the area). Therefore, the operation plan always describes the arrival and departure information of the current station and the next station. This involves redundant coverage of the old operation plan (the previous one) and the new operation plan (the one obtained in real time). If the new operation plan and the old operation plan include the same station and have the same variable information, they are redundantly covered before being spliced. 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), then the two operation plans are directly spliced into AABBB2B2CC and wait for processing, where 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 train approach 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 exception and does not receive the operation plan, the operation plan will be directly spliced when the operation plan CCDD is received at the third station. This allows for the temporary adjustment of the next station's approach route after the train leaves the previous station through splicing and obtaining the operation plan when approaching the station, which is more flexible and improves the reliability and safety of train operations.

[0053] The management of receiving and dispatching trains includes the receiving process when the train passes the entry signal; the dispatching process when the train passes the exit signal (in the case of passing the station without stopping) or after the train stops in the station and then dispatches (in the case of arrival and dispatch).

[0054] Plan validity screening is to screen the validity of the spliced operation plan. Judging whether the spliced operation plan is a valid operation plan includes: first, after the train enters the station, the on-board ATO equipment obtains the track number passed from the data packet sent by the transponder on the track the train passed, determines the actual track number passed, and then compares the obtained track number with the track number in the spliced operation plan. If the spliced operation plan has a consistent track number, the spliced operation plan is valid. Otherwise, the spliced operation plan is considered invalid. For example: if the track number in the transponder is B and the spliced operation plan is AABBCC, then the on-board ATO equipment determines that the plan is valid and currently uses the operation plan of the second station. It should be noted that when the train receives the operation plan AABB at the first station and receives the operation plan B1B1CC as it approaches the second station, it is assembled into the operation plan AABBB1B1CC. Furthermore, when the train receives the updated operation plan B2B2CC for the second station, it is further assembled into the operation plan AABBB1B1CCB2B2CC. When the train passes over the track transponder at the second station, the "number of receiving tracks" in the operation plan message (the operation plan content) is compared from the end to the beginning. If B2 matches, the plan is considered valid. Specifically, the track number in the actual transponder passed is compared in reverse order with the assembled operation plan based on the "number of receiving tracks." Furthermore, existing train control systems such as C2 and C3 require continuity between the previous and next plans; otherwise, the plans are invalid and cannot support temporary adjustments to the receiving route. However, the above method in the embodiments of the present invention eliminates the need for continuity between the previous and next station plans, allowing for temporary adjustments to the receiving route to the next station after the train leaves the previous station. This provides greater flexibility and improves the reliability and safety of train operations.

[0055] Plan deletion involves deleting the portion of the plan preceding the current station in the spliced operation plan based on the validity screening results of the spliced operation plan (i.e., the screening result indicates that the spliced operation plan is valid) and the train's receiving and dispatching status at the current station, thereby obtaining the final operation plan. For example, if the spliced operation plan is AABBCC and the train enters station B (the second station may also be referred to as station B), the plan preceding station B is deleted, changing the operation plan to BBCC. Preferably, the receiving status refers to the period between arrival at the station and stop, and the dispatching status refers to the period between departure and arrival at the next station. The preceding portion of the plan is deleted during each departure and transfer, i.e., each time the train enters a station. It should be noted that the operation plan for the first station in the spliced operation plan has already been executed. Therefore, the executed operation plan can be deleted after the validity screening or upon arrival at the station before the validity screening, without affecting the operation plan processing. Deleting the executed plan from the operation plan effectively avoids the problem of excessive memory usage caused by splicing operation plans, thereby ensuring the reliability of the train operation system.

[0056] The time-minute calculation includes: if the spliced operation plan is valid and the deletion is completed, the running time of the next interval in the final operation plan is calculated:

[0057] The running time of the next section = the arrival time of the next station - the departure time of this station.

[0058] In an embodiment of the present invention, the method further includes periodically checking the validity of the operation plan, specifically including: first, the on-board ATO device periodically obtains the track numbers passed by the train from the data packets of the transponders on the tracks passed by the train based on the final operation plan; then, the obtained track numbers passed by the train are compared with the track numbers in the final operation plan, wherein, if the two are consistent, the final operation plan is maintained valid, and the departure operation or passing operation is performed according to the final operation plan, and the time calculation of the next interval is performed; otherwise, the final operation plan is invalid, and it is determined whether to stop and perform speed control. Furthermore, each time the train enters a track into the station, it is determined whether the final plan is valid. In an embodiment of the present invention, the data packet of the transponder is a C13 packet, and the transponder is a transponder containing a C13 packet, and the C13 packet includes the track number.

[0059] For example, (1) Under normal circumstances (the route is consistent with the plan): Figure 3 As shown in the figure, if a station has a waist switch and the receiving route is X->X3L->X3, the number of receiving tracks at this station in the operation plan should be 2, the receiving track ID1 at this station should be the track number of 3GI, the receiving track ID2 at this station should be the track number of 3GII, and the receiving track ID3 at this station should be filled in with 0xFFFFFFFF.

[0060] When the train passes the FCZ transponder, the track number obtained in the C13 package in the transponder is 3GI, which is the same as the "track for receiving the train at this station "ID1" in the operation plan, and the plan is valid; after the train continues to move forward and passes JD4, the track number obtained in the C13 package in the transponder is 3GII, which is the same as the "track for receiving the train at this station "ID2" in the operation plan, and the plan remains valid, and the departure / passing operation and the time calculation of the next section can be carried out according to the plan.

[0061] (2) Abnormal situation (the route does not conform to the operation plan): Figure 3 As shown, if a station has a waist switch, the receiving route is X->X3L->X3, but the operation plan shows that the receiving track ID1 of this station is the track number 3GI, the receiving track ID2 of this station is the track number 1GII, and the receiving track ID3 of this station is filled in with 0xFFFFFFFF.

[0062] When the train passes over the FCZ transponder, the track number obtained from the C13 package in the transponder is 3GI, which is the same as the "track for receiving the train 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 obtained from the C13 package in the transponder is 3GII, but the "track for receiving the train at this station "ID2" in the operation plan describes the number as 1GII, which is inconsistent with it, and the operation plan is invalid, and the arrival / passing operations and time calculation of the operation plan cannot be executed (when the operation plan is invalid, the track code is used to determine whether to stop, and the speed is controlled according to MRSP (Most Restrictive Speed Profile)).

[0063] In an embodiment of the present invention, the above method is implemented in a vehicle-mounted ATO.

[0064] In the embodiment of the present invention, the above method can be applied to conventional railways.

[0065] like Figure 4 As shown, an embodiment of the present invention also introduces a railway operation plan processing system capable of executing the above method, wherein the system includes an acquisition module, an inspection module and a management module, wherein 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, multiple receiving track numbers 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, 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; the inspection module is used to perform a validity 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 validity check is passed; and is used to perform validity screening on the spliced operation plan to determine whether the spliced operation plan is valid. The above system does not rely on wireless coverage between the train and the ground along the entire line, and can also handle the situation of waist switching, making the control of train operation plan more reliable.

[0066] Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein; and these modifications or replacements do not cause the essence of the corresponding technical solutions to 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, When the train reaches the train-ground communication area at a certain distance from the platform, it obtains the operation plan and determines 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; Multiple receiving track numbers are set at each station to support the operation plan processing of waist-branch stations. The values of unused receiving track numbers among multiple receiving track numbers at this station or multiple receiving track numbers at the next station are invalid. Based on the variable information in the determined operation plan, the obtained operation plan is checked for legality; After the validity check passes, the acquired operation plan is spliced with the previous operation plan to form a spliced operation plan; The spliced operation plan is screened for validity to determine whether it is valid. 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 obtained track number passed by the train is compared with the track number in the spliced operation plan. If the two are consistent, the spliced operation plan is valid; otherwise, the spliced operation plan is invalid.

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 any one of claims 1-2, characterized in that: Before splicing the obtained operation plan with the previous operation plan, the obtained operation plan is also stored.

4. The railway operation plan processing method according to claim 3, characterized in that: The acquired operation plan is combined with the previous operation plan to form a combined 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 overwritten 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 together.

5. The railway operation plan processing method according to claim 1, 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.

6. The railway operation plan processing method according to claim 5, characterized in that: Also includes, Based on the final operation plan, the track numbers of the tracks passed by the train are obtained from the data packets sent by the transponders on the tracks passed by the train. 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 valid, and the delivery operation or passing operation is carried out according to the final operation plan, and the time and minute 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.

7. The railway operation plan processing method according to claim 6, 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.

8. A railway operation plan processing system, characterized in that: include, The acquisition module is used to obtain the operation plan when the train runs to the train-ground communication interaction area 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; Multiple receiving track numbers are set at each station to support the operation plan processing of waist-branch stations. The values of unused receiving track numbers among multiple receiving track numbers at this station or multiple receiving track numbers at the next station are invalid. A checking module, configured to check the legality of the acquired operation plan based on variable information in the determined operation plan; The management module is used to combine the acquired operation plan with the previous operation plan to form a combined operation plan after the validity check passes; And it is used to screen the validity of the spliced operation plan to determine whether the spliced operation plan is valid; wherein, 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 obtained track number passed by the train 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.

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