Automatic shunting method and system for passenger transport hub

Abstract

This invention discloses an automated shunting method and system applicable to passenger transport hubs. The system includes a station duty officer terminal, a station dispatcher terminal, and a locomotive duty officer terminal. Each of these terminals is equipped with a technical operation table, which has a background synchronization function. The technical operation table in the station duty officer terminal receives the phased plans. Based on the background-synchronized phased plans, the technical operation tables in the station dispatcher terminal and the locomotive duty officer terminal automatically generate passenger car marshalling and locomotive entry / exit plans, respectively. The technical operation table in the station duty officer terminal provides the background-synchronized passenger car marshalling and locomotive entry / exit plans to the station duty officer for review. Finally, the station dispatcher terminal performs passenger car marshalling and locomotive entry / exit operations, and the locomotive duty officer terminal performs locomotive entry / exit operations. This invention has the advantages of strong universality, low cost, simple deployment, and high degree of automation.

Description

Technical Field

[0001] This invention relates to the field of railway transportation dispatching and command technology, and in particular to an automated shunting method and system applicable to passenger hubs. Background Technology

[0002] Currently, railway transportation dispatching and command systems based on the CTC (Conditional Traffic Control) system have been widely adopted for the automated processing of train routes. In freight marshalling yards, large-scale marshalling yard dispatching systems such as CIPS (Conditional Information System) and SAM (Self-Managed Arrangement) have achieved a certain degree of automated shunting processing. However, for passenger hubs, due to significant differences in business organization compared to freight stations, complex application scenarios, high requirements for cross-departmental and cross-professional business collaboration, and slow technological development, no effective solution for large-scale implementation has yet been developed.

[0003] Unlike freight marshalling yards where station dispatching and dispatching centers combine phased planning, passenger hub shunting plans are based on established train phased plans. Station dispatching prepares passenger car marshalling and depot entry / exit plans, while locomotive duty officers prepare locomotive entry / exit plans. Currently, there are no reasonable and effective technical means to achieve this within the railway system. Furthermore, shunting operations at passenger hubs involve collaborative work among multiple positions, including train operations, locomotive operations, and station dispatching. Currently, there is no unified and efficient dispatching system responsible for this; most operations are independently constructed, with shunting plans confirmed through telephone communication between various parties. In addition, the investment scale for passenger hub dispatching systems is limited, and there are few and limited practical applications of automated shunting technologies for passenger hubs. Passenger hubs experience much busier train arrivals, departures, and through traffic, making shunting operations highly susceptible to disrupting normal train operations. Compared to the application scenarios of freight marshalling yards, which primarily involve the arrival and departure of trains, the implementation of automated shunting technology is far more difficult.

[0004] The statements herein provide only background information in relation to this invention and do not necessarily constitute prior art. Summary of the Invention

[0005] The purpose of this invention is to provide a shunting automation method and system suitable for passenger transport hubs, which has the advantages of strong applicability, low cost, simple deployment and high degree of automation.

[0006] To achieve the above objectives, the present invention is implemented through the following technical solution: One aspect of the present invention provides a shunting automation method applicable to passenger transport hubs, which is applied to a shunting automation system applicable to passenger transport hubs. The system includes a station duty officer terminal, a station dispatch terminal, and a locomotive duty officer terminal. Each of the station duty officer terminal, the station dispatch terminal, and the locomotive duty officer terminal is equipped with a large technical operation table, which has a background synchronization function. The method includes the following steps: S101, the station duty officer terminal's operation technical table receives the phase plan issued by the railway dispatching center's train dispatching terminal; S102, the station dispatch terminal's operation technology table automatically generates a passenger car marshalling and depot entry / exit plan based on the phased plan synchronized in the background, and provides it to the station dispatch duty officer for manual review. If the review is approved, S103 is executed. S103, the operation technology table of the locomotive duty officer terminal automatically generates the locomotive entry and exit plan based on the phase plan synchronized in the background and the passenger car formation entry and exit plan, and provides it to the locomotive duty officer for manual review. If the review is approved, S104 is executed. S104, the operation technology table of the station duty officer terminal provides the passenger train marshalling and locomotive entry and exit plans synchronized in the background to the station duty officer for manual review. If the review is approved, step S105 is executed. S105, the station dispatching terminal automatically processes the shunting route based on the passenger car marshalling entry and exit plan and combined with CTC passenger car marshalling tracking and occupation, so as to realize passenger car marshalling entry and exit. S106, the locomotive duty officer terminal automatically processes locomotive entry and exit based on the locomotive entry and exit plan and in conjunction with CTC locomotive tracking and occupancy of shunting routes, so as to realize locomotive entry and exit from the depot.

[0007] Optionally, the method further includes: If step S102 fails the review, the passenger car formation entry and exit plan will be manually adjusted until it passes the review. If step S103 fails the review, the locomotive entry and exit plan will be manually adjusted until it passes the review. If the passenger car train entry and exit plan fails to pass the review in step S104, return to execute S102; if the locomotive entry and exit plan fails to pass the review, return to execute S103.

[0008] Optionally, the station duty officer terminal's operational technical table has functions such as train operation log, dispatching command, rapid report, and station vehicle storage, to achieve replacement and expansion while remaining compatible with existing software.

[0009] Optionally, the passenger car formation entry and exit plan includes: Bus number, scheduled departure or arrival time of bus, bus track, scheduled departure or arrival time of bus formation, operating time of bus track, operating time of departure or arrival, depot track, and dwell time of depot track.

[0010] Optionally, the locomotive entry and exit plan includes: Locomotive number, locomotive depot track or direction, locomotive depot operation time, locomotive departure or arrival time, locomotive planned departure or arrival time, locomotive operation time on passenger track, planned departure or arrival time of passenger trains, and passenger track.

[0011] Optionally, the station dispatching terminal automatically processes passenger car marshalling operations based on the passenger car marshalling entry and exit plan and in conjunction with CTC passenger car marshalling tracking and occupancy, thereby realizing passenger car marshalling entry and exit, including: When the station dispatch terminal reaches the planned departure time or planned arrival time of the passenger train formation, it checks whether the occupied position of the passenger train formation is consistent with the plan. If they are consistent, the CTC system will conduct a safety check and automatically trigger the route. If they are inconsistent, the CTC system will conduct a cyclical check until the positions are consistent before it can be automatically triggered, or it can be handled by manual confirmation.

[0012] Optionally, the locomotive duty officer terminal automatically processes locomotive entry and exit based on the locomotive entry and exit plan and in conjunction with CTC locomotive tracking and occupancy of shunting routes, thereby realizing locomotive entry and exit from the depot, including: When the scheduled departure time or scheduled arrival time of the locomotive arrives, the locomotive duty officer terminal checks whether the locomotive position is consistent with the plan. If they are consistent, the CTC system will conduct a safety check and automatically trigger the route. If they are inconsistent, the CTC system will conduct a cyclical check until the positions are consistent before it can be automatically triggered, or the operation can be confirmed manually.

[0013] Another aspect of the present invention provides a shunting automation system suitable for passenger transport hubs, including a station duty officer terminal, a station dispatch terminal, and a locomotive duty officer terminal, wherein each of the station duty officer terminal, the station dispatch terminal, and the locomotive duty officer terminal is equipped with a large technical operation table, and the large technical operation table has a background synchronization function; The station duty officer terminal's operational technical table receives the phased plan issued by the railway dispatching center's train dispatching terminal; The station dispatch terminal's operational technical table is based on the phased plan synchronized in the background, automatically generating passenger car marshalling and depot entry / exit plans, and providing them to the station dispatch duty officer for manual review. The operational technical table of the locomotive duty officer terminal is based on the phased plan and passenger car formation entry and exit plan synchronized in the background. It automatically generates locomotive entry and exit plan and provides it to the locomotive duty officer for manual review. The station duty officer's terminal's operation technology table provides the passenger train marshalling and locomotive entry and exit plans, which are synchronized with the background, to the station duty officer for manual review. The station dispatching terminal automatically processes passenger car train entry and exit plans based on the passenger car train formation entry and exit plan and the CTC passenger car train formation tracking and occupancy execution shunting routes, so as to realize passenger car train formation entry and exit. The locomotive duty officer terminal automatically processes locomotive entry and exit based on the locomotive entry and exit plan and in conjunction with CTC locomotive tracking and occupancy of shunting routes, thereby realizing locomotive entry and exit from the depot.

[0014] Optionally, the station duty officer terminal's operational technical table has functions such as train operation log, dispatching command, rapid report, and station vehicle storage, to achieve replacement and expansion while remaining compatible with existing software.

[0015] Optionally, the passenger train formation entry and exit plan includes: passenger train number, planned departure or arrival time of passenger train, passenger train track, planned exit or entry time of passenger train formation, operating time of passenger train track, operating time of exit or entry, depot line track, and dwell time of depot line track.

[0016] Optionally, the locomotive entry and exit plan includes: locomotive number, locomotive depot track or direction entrance, locomotive depot operation time, locomotive exit or entry time, locomotive planned exit or entry time, locomotive operation time on passenger car track, planned departure or arrival time of passenger cars, and passenger car track.

[0017] Optionally, when the station dispatch terminal reaches the planned departure time or planned arrival time of the passenger train formation, it checks whether the occupied position of the passenger train formation is consistent with the plan. If they are consistent, the CTC system will conduct a safety check and automatically trigger the route. If they are inconsistent, the CTC system will conduct a cyclical check until the positions are consistent before it can be automatically triggered, or it can be handled by manual confirmation.

[0018] Optionally, when the scheduled locomotive departure time or scheduled locomotive arrival time arrives, the locomotive duty officer terminal checks whether the locomotive position is consistent with the plan. If they are consistent, the CTC system performs a safety check and automatically triggers the route. If they are inconsistent, the CTC system performs a cyclical check until the positions are consistent before it can be automatically triggered, or the process can be handled manually.

[0019] This invention has at least the following technical effects: 1. This invention enables collaborative operations among multiple positions, including train operations, locomotive operations, and station dispatching, by expanding and deploying station dispatch terminals and locomotive duty officer terminals based on the CTC system. The system structure is simple and the investment scale is relatively small.

[0020] 2. The automated shunting function of passenger transport hubs implemented by this invention can effectively improve the efficiency of passenger train marshalling and locomotive shunting operations at stations, and can effectively improve the efficiency of train operation organization at hub stations.

[0021] 3. This invention realizes automatic shunting processing based on the CTC system, which can give full play to the advantages of the CTC system in comprehensive safety inspection of train and shunting operations, and reduce the interference of shunting automation functions on train operation. Attached Figure Description

[0022] To more clearly illustrate the technical solution of the present invention, the accompanying drawings used in the description will be briefly introduced below. Obviously, the drawings described below are one embodiment of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort: Figure 1This is a schematic diagram of the structure of a shunting automation system applicable to passenger transport hubs provided in an embodiment of the present invention; Figure 2 This is a flowchart illustrating a method for extending the train operation permit based on cross-voltage signal control according to an embodiment of the present invention. Detailed Implementation

[0023] The following detailed description, in conjunction with the accompanying drawings and specific embodiments, further illustrates the solution proposed by the present invention. The advantages and features of the present invention will become clearer from the following description. It should be noted that the drawings are in a very simplified form and use non-precise proportions, used only to facilitate and clearly illustrate the embodiments of the present invention. Please refer to the drawings to make the objectives, features, and advantages of the present invention more apparent and understandable. It should be understood that the structures, proportions, sizes, etc., depicted in the accompanying drawings are only for illustrative purposes to aid those skilled in the art and are not intended to limit the implementation conditions of the present invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to the size, without affecting the effects and objectives achieved by the present invention, should still fall within the scope of the technical content disclosed in the present invention.

[0024] As described in the background section, there is currently no universally applicable, low-cost, simple-to-deploy, and highly automated shunting automation solution suitable for passenger transport hubs. Therefore, this invention provides a shunting automation method suitable for passenger transport hubs. This method employs... Figure 1 The system implementation shown includes a station duty officer terminal 10, a station dispatcher terminal 20, and a locomotive duty officer terminal 30. Each terminal is equipped with a technical operation table, which has a background synchronization function. It should be noted that the technical operation table described in this invention refers to the digitization of a traditional paper-based technical operation table and its deployment as an application in the terminal. It integrates the station's train phase plans, processes data based on transportation operation rules, and displays the results comprehensively. The data processing results of the technical operation tables in each terminal can be synchronized to the technical operation tables in other terminals via the background. Specifically, the background synchronized information includes phase plans, passenger car marshalling and depot entry / exit plans generated by the station dispatcher terminal, and locomotive entry / exit plans generated by the locomotive duty officer terminal.

[0025] like Figure 2 As shown, this embodiment provides a shunting automation method suitable for passenger transport hubs, including the following steps: Step S101: The station duty officer terminal receives the phase plan issued by the railway dispatching center's train dispatching terminal.

[0026] In this embodiment, the technical operation table of the station duty officer terminal also has commonly used functions for duty officers, such as train operation log, dispatching orders, rapid reports, and station parking, and is deployed on the CTC station duty officer terminal in place of the CTC train operation log. Therefore, the technical operation table can directly display the received stage plans on the interface and perform background synchronization.

[0027] S102, the station dispatch terminal's operation technology table automatically generates a passenger car marshalling and depot entry / exit plan based on the phased plan synchronized in the background, and provides it to the station dispatch duty officer for manual review. If the review is approved, S103 is executed; if the review is not approved, the passenger car marshalling and depot entry / exit plan is manually adjusted.

[0028] The passenger train formation entry and exit plan includes: passenger train number, planned departure or arrival time of passenger train, passenger train track, planned departure or entry time of passenger train formation, duration of operation on passenger train track, duration of operation when leaving or entering the warehouse, warehouse line track, and duration of operation when leaving the warehouse line track.

[0029] Among these, the train numbers, departure or arrival times, and tracks for passenger trains are specified by the phased plan. The duration of passenger train track operations, the duration of outbound or inbound operations, and the duration of operations on depot tracks are fixed values ​​by default based on historical station data; station dispatchers can manually adjust these values ​​according to actual conditions. Depot track configurations are automatically generated by the CTC system based on detailed station constraints and current train data; station dispatchers can manually adjust these values ​​according to actual conditions.

[0030] The scheduled departure time of the passenger train formation is obtained by subtracting the first preset duration from the scheduled departure time of the passenger train in the phase plan. The first preset duration is the sum of the departure operation time and the passenger train track operation dwell time.

[0031] The scheduled entry time for passenger trains into the depot is obtained by adding the scheduled arrival time of the passenger trains in the phase plan to the second preset duration, which is the dwell time of the passenger trains on the track.

[0032] Specifically, when the passenger train sets off from the depot, the scheduled departure time for the passenger train in the phase plan is t. d According to the station's passenger train departure organization rules, passenger train formation and departure operations need to be carried out at a fixed time t in advance. f (i.e., the first preset time, for example, half an hour) is completed, then the planned departure time t of the passenger car formation is... o =t d -t f The station dispatcher can manually modify the time (t) as needed. o For example, it can be modified to arrive 10 minutes earlier or later. When a passenger bus is grouped and put into the depot, the planned arrival time for the bus in the phased plan is t. a The preparation time for passenger train formation and storage is a fixed time t. f(That is, the second preset duration, for example, half an hour), then the passenger car formation entry time t i =t a +t f .

[0033] S103, the operational technical table of the locomotive duty officer terminal automatically generates a locomotive entry and exit plan based on the phased plan and passenger car formation entry and exit plan synchronized in the background, and provides it to the locomotive duty officer for manual review. If the review is approved, S104 is executed; if the review is not approved, the locomotive entry and exit plan is manually adjusted.

[0034] The locomotive entry and exit plan includes: locomotive number, locomotive depot track or direction entrance, locomotive depot operation time, locomotive entry or exit operation time, locomotive planned entry or exit time, locomotive operation time on passenger car track, planned departure or arrival time of passenger cars, and passenger car track.

[0035] The locomotive operation time for passenger tracks, the locomotive departure or arrival time, and the locomotive depot operation time are all fixed values ​​based on historical station data. Locomotive operators can manually adjust these values ​​according to actual conditions. Locomotive numbers and passenger tracks are assigned by the phased plan. Locomotive depot tracks or direction crossings are automatically generated by the CTC system based on detailed station constraints, and can be manually adjusted by the locomotive operator according to actual conditions.

[0036] The planned locomotive departure time is obtained by subtracting the third preset time from the planned passenger car departure time in the phase plan. The third preset time is the sum of the locomotive operation time on the passenger car track and the locomotive departure operation time. Furthermore, the locomotive departure time plus the locomotive departure operation time is later than the sum of the passenger car formation departure time and the passenger car formation departure operation time.

[0037] The planned locomotive entry time is obtained by adding the passenger car arrival time in the phase plan to the second preset duration, which is the locomotive operation time on the passenger car track.

[0038] Specifically, during the operation of originating passenger trains, the locomotive and trailer must be unloaded from the depot after the passenger train formation has been completed. According to the station's passenger train departure organization rules, the locomotive unloading operation must be carried out at a fixed time t in advance. f (That is, the third preset time, for example, half an hour) is completed, then the locomotive's planned departure time t lo =t d -t f And t lo >t o , where t f Based on the direction from the locomotive depot to the station, if it is opposite to the departure direction of the originating train, then t f The distance is relatively short. If the originating trains depart in the same direction, the locomotive must cross an empty track to reach the passenger train formation departure side after leaving the depot. Therefore, t... fThe time is relatively long, and this value varies depending on the train's departure direction and the locomotive depot's position relative to the station. During terminal train operations, the passenger car locomotive enters the depot, and according to the station's passenger car departure organization rules, the preparation time for passenger car marshalling and depot entry is a fixed time t. f (i.e., the fourth preset duration, for example, half an hour), then the locomotive's planned entry time t li =t a +t f The maintenance operator can manually modify the time to t as needed. f .

[0039] S104, the station duty officer's terminal provides the passenger train marshalling and locomotive marshalling plans synchronized in the background to the station duty officer for manual review. If the review is successful, step S105 is executed; if the passenger train marshalling and locomotive marshalling plans fail the review, the process returns to S102; if the locomotive marshalling plans fail the review, the process returns to S103.

[0040] S105, the station dispatching terminal automatically processes passenger car marshalling operations based on the passenger car marshalling entry and exit plan and the CTC passenger car marshalling tracking and occupancy execution shunting route, so as to realize passenger car marshalling entry and exit.

[0041] Specifically, when the station dispatch terminal reaches the planned departure time or planned arrival time of the passenger train formation, it automatically triggers the passenger train formation entry / exit operation. The CTC system checks whether the occupied position of the passenger train formation is consistent with the plan. If they are consistent, the CTC system performs a safety check and automatically triggers the route. If they are inconsistent, the CTC system checks cyclically until the positions are consistent before it can be automatically triggered, or it can be handled by manual confirmation.

[0042] S106, the locomotive duty officer terminal automatically processes locomotive entry and exit based on the locomotive entry and exit plan and in conjunction with CTC locomotive train number grouping tracking and shunting route occupation, so as to realize locomotive entry and exit from the depot.

[0043] Specifically, when the scheduled departure time or scheduled arrival time of the locomotive is reached, the locomotive duty officer terminal automatically triggers the locomotive entry / exit operation. The CTC system checks whether the locomotive position is consistent with the plan. If they are consistent, the CTC system safety check is passed and the route is automatically triggered. If they are inconsistent, the CTC system will check repeatedly until the positions are consistent before it can be automatically triggered, or it can be handled by manual confirmation.

[0044] On the other hand, the present invention also provides a shunting automation system suitable for passenger transport hubs, such as... Figure 1As shown, in this system, the operational technical table of the station duty officer terminal 10 receives the phased plan issued by the railway dispatching center's train dispatching terminal; the operational technical table of the station dispatching terminal 20 automatically generates passenger car marshalling and depot entry / exit plans based on the phased plan synchronized in the background, and provides them to the station dispatching duty officer for manual review; the operational technical table of the locomotive duty officer terminal 30 automatically generates locomotive entry / exit plans based on the phased plan synchronized in the background and the passenger car marshalling and depot entry / exit plans, and provides them to the locomotive duty officer for manual review. The station duty officer terminal 10 provides the station duty officer with the passenger car marshalling and locomotive marshalling plans synchronized with the background for manual review through its operation technology table; the station dispatch terminal 20 automatically processes passenger car marshalling and locomotive marshalling and shunting routes based on the passenger car marshalling and locomotive marshalling and shunting plans in conjunction with CTC passenger car marshalling and shunting tracking to realize passenger car marshalling and locomotive marshalling and shunting; the locomotive duty officer terminal 30 automatically processes locomotive marshalling and locomotive marshalling and shunting routes based on the locomotive marshalling and locomotive marshalling and shunting plans in conjunction with CTC locomotive number marshalling and shunting tracking to realize locomotive marshalling and locomotive marshalling and shunting.

[0045] Furthermore, the station duty officer terminal 10 has operational technical tables with functions such as train operation log, dispatching commands, rapid reporting, and station vehicle storage, which can be used to replace and expand existing software.

[0046] Furthermore, the passenger car formation entry and exit plan includes: Bus number, scheduled departure or arrival time of bus, bus track, scheduled departure or arrival time of bus formation, operating time of bus track, operating time of departure or arrival, depot track, and dwell time of depot track.

[0047] Furthermore, the locomotive entry and exit plan includes: Locomotive number, locomotive depot track or direction, locomotive depot operation time, locomotive departure or arrival time, locomotive planned departure or arrival time, locomotive operation time on passenger track, planned departure or arrival time of passenger trains, and passenger track.

[0048] Furthermore, when the station dispatch terminal 20 reaches the planned departure time or planned arrival time of the passenger train formation, it automatically triggers the passenger train formation entry / exit operation. The CTC system checks whether the occupied position of the passenger train formation is consistent with the plan. If they are consistent, the CTC system performs a safety check and automatically triggers the route. If they are inconsistent, the CTC system checks cyclically until the positions are consistent before it can be automatically triggered, or it can be manually confirmed and processed.

[0049] Furthermore, when the scheduled locomotive departure time or scheduled locomotive arrival time arrives, the locomotive duty officer terminal 30 automatically triggers the locomotive entry / exit operation. The CTC system checks whether the locomotive position is consistent with the plan. If they are consistent, the CTC system performs a safety check and automatically triggers the route. If they are inconsistent, the CTC system checks repeatedly until the positions are consistent before it can be automatically triggered, or it can be handled by manual confirmation.

[0050] The various embodiments in this specification are described in a related manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0051] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0052] Although the present invention has been described in detail through the preferred embodiments above, it should be understood that the above description should not be considered as a limitation of the present invention. Various modifications and substitutions to the present invention will be apparent to those skilled in the art after reading the above description. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A method of automatic train control suitable for use in a passenger terminal, characterized in that, An automated shunting system suitable for passenger transport hubs is provided. The system includes a station duty officer terminal, a station dispatcher terminal, and a locomotive duty officer terminal. Each of the station duty officer terminal, station dispatcher terminal, and locomotive duty officer terminal is equipped with a large-scale operation technology table, which has a background synchronization function. The method includes the following steps: S101, the station duty officer terminal's operational technical table receives the phase plan issued by the railway dispatching center's train dispatching terminal; the station duty officer terminal's operational technical table has functions such as train operation log, dispatching command, rapid report, and station storage, in order to be compatible with existing software and achieve replacement and expansion; S102, the station dispatch terminal's operation technology table automatically generates a passenger car marshalling and depot entry / exit plan based on the phased plan synchronized in the background, and provides it to the station dispatch duty officer for manual review. If the review is approved, S103 is executed. S103, the operation technology table of the locomotive duty officer terminal automatically generates the locomotive entry and exit plan based on the phase plan synchronized in the background and the passenger car formation entry and exit plan, and provides it to the locomotive duty officer for manual review. If the review is approved, S104 is executed. S104, the operation technology table of the station duty officer terminal provides the passenger train marshalling and locomotive entry and exit plans synchronized in the background to the station duty officer for manual review. If the review is approved, step S105 is executed. S105, the station dispatching terminal automatically processes the shunting route based on the passenger car marshalling entry and exit plan and combined with CTC passenger car marshalling tracking and occupation, so as to realize passenger car marshalling entry and exit. S106, the locomotive duty officer terminal automatically processes locomotive entry and exit based on the locomotive entry and exit plan and in conjunction with CTC locomotive tracking and occupancy of shunting routes, so as to realize locomotive entry and exit from the depot.

2. The automated shunting method for passenger transport hubs as described in claim 1, characterized in that, Also includes: If step S102 fails the review, the passenger car formation entry and exit plan will be manually adjusted until it passes the review. If step S103 fails the review, the locomotive entry and exit plan will be manually adjusted until it passes the review. If the passenger car train entry and exit plan fails to pass the review in step S104, return to execute S102; if the locomotive entry and exit plan fails to pass the review, return to execute S103.

3. The automated shunting method for passenger transport hubs as described in claim 1, characterized in that, The passenger car formation entry and exit plan includes: Bus number, scheduled departure or arrival time of bus, bus track, scheduled departure or arrival time of bus formation, operating time of bus track, operating time of departure or arrival, depot track, and dwell time of depot track.

4. The automated shunting method for passenger transport hubs as described in claim 1, characterized in that, The locomotive entry and exit plan includes: Locomotive number, locomotive depot track or direction, locomotive depot operation time, locomotive departure or arrival time, locomotive planned departure or arrival time, locomotive operation time on passenger track, planned departure or arrival time of passenger trains, and passenger track.

5. The automated shunting method for passenger transport hubs as described in claim 3, characterized in that, The station dispatching terminal automatically processes passenger car train entry and exit plans based on the passenger car train formation entry and exit plan and in conjunction with CTC passenger car train formation tracking and occupancy, thereby realizing passenger car train entry and exit from the depot, including: When the station dispatch terminal reaches the planned departure time or planned arrival time of the passenger train formation, it checks whether the occupied position of the passenger train formation is consistent with the plan. If they are consistent, the CTC system will conduct a safety check and automatically trigger the route. If they are inconsistent, the CTC system will conduct a cyclical check until the positions are consistent before it can be automatically triggered, or it can be handled by manual confirmation.

6. The automated shunting method for passenger transport hubs as described in claim 4, characterized in that, The locomotive duty officer terminal automatically processes locomotive entry and exit based on the locomotive entry and exit plan and in conjunction with CTC locomotive tracking and occupancy, thereby realizing locomotive entry and exit from the depot, including: When the scheduled departure time or scheduled arrival time of the locomotive arrives, the locomotive duty officer terminal checks whether the locomotive position is consistent with the plan. If they are consistent, the CTC system will conduct a safety check and automatically trigger the route. If they are inconsistent, the CTC system will conduct a cyclical check until the positions are consistent before it can be automatically triggered, or the operation can be confirmed manually.

7. A shunting automation system suitable for passenger transport hubs, characterized in that, It includes station duty officer terminals, station dispatcher terminals, and locomotive duty officer terminals. Each of these terminals is equipped with a large-scale operation technology table, which has a background synchronization function. The station duty officer terminal's operational technical table receives the phased plans issued by the railway dispatching center's train dispatching terminal; the station duty officer terminal's operational technical table has functions such as train operation log, dispatching orders, rapid reports, and station vehicle storage, in order to be compatible with existing software and achieve replacement and expansion; The station dispatch terminal's operational technical table is based on the phased plan synchronized in the background, automatically generating passenger car marshalling and depot entry / exit plans, and providing them to the station dispatch duty officer for manual review. The operational technical table of the locomotive duty officer terminal is based on the phased plan and passenger car formation entry and exit plan synchronized in the background. It automatically generates locomotive entry and exit plan and provides it to the locomotive duty officer for manual review. The station duty officer's terminal's operation technology table provides the passenger train marshalling and locomotive entry and exit plans, which are synchronized with the background, to the station duty officer for manual review. The station dispatching terminal automatically processes passenger car train entry and exit plans based on the passenger car train formation entry and exit plan and the CTC passenger car train formation tracking and occupancy execution shunting routes, so as to realize passenger car train formation entry and exit. The locomotive duty officer terminal automatically processes locomotive entry and exit based on the locomotive entry and exit plan and in conjunction with CTC locomotive tracking and occupancy of shunting routes, thereby realizing locomotive entry and exit from the depot.

8. The automated shunting system for passenger hubs as described in claim 7, characterized in that, The passenger train formation entry and exit plan includes: passenger train number, planned departure or arrival time of passenger train, passenger train track, planned departure or entry time of passenger train formation, operation time of passenger train track, operation time of departure or entry, depot line track, and dwell time of depot line track.

9. The shunting automation system for passenger transport hubs as described in claim 7, characterized in that, The locomotive entry and exit plan includes: locomotive number, locomotive depot track or direction entrance, locomotive depot operation time, locomotive exit or entry time, locomotive planned exit or entry time, locomotive operation time on passenger car track, planned departure or arrival time of passenger cars, and passenger car track.

10. The shunting automation system for passenger transport hubs as described in claim 8, characterized in that, When the station dispatch terminal reaches the planned departure time or planned arrival time of the passenger train formation, it checks whether the occupied position of the passenger train formation is consistent with the plan. If they are consistent, the CTC system will conduct a safety check and automatically trigger the route. If they are inconsistent, the CTC system will conduct a cyclical check until the positions are consistent before it can be automatically triggered, or it can be handled by manual confirmation.

11. The automated shunting system for passenger hubs as described in claim 9, characterized in that, When the scheduled departure time or scheduled arrival time of the locomotive arrives, the locomotive duty officer terminal checks whether the locomotive position is consistent with the plan. If they are consistent, the CTC system will conduct a safety check and automatically trigger the route. If they are inconsistent, the CTC system will conduct a cyclical check until the positions are consistent before it can be automatically triggered, or the operation can be confirmed manually.

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