A CTC turn-back plan management method, system, medium and electronic device

Abstract

The present application relates to a kind of CTC turn-back plan management method, system, medium and electronic equipment, the method includes: running line logic control server obtains operation plan, and compiles train turn-back plan, display on dispatch center diagram;Trigger the sending instruction on dispatch center diagram, send operation plan and turn-back plan to station autonomous machine, generate turn-back route;Vehicle ATO interface server sends corresponding turn-back plan to vehicle ATO system;Running line logic control server is based on train position information and ATO turn-back plan feedback information, dynamically adjusts turn-back plan;Based on turn-back route state information, carry out turn-back route conflict check, and dynamically adjust turn-back plan according to result;According to the turn-back state of received vehicle ATO system, broadcast update turn-back state to the dispatch center diagram.The method of the present application can realize turn-back plan intelligent compilation, dynamic adjustment and whole-process closed-loop management and control, obvious advantage.

Description

Technical Field

[0001] This invention relates to the field of rail transit signal control technology, specifically to a CTC turnaround plan management method, system, medium, and electronic equipment applicable to urban rail transit. Background Technology

[0002] With the rapid development of new urbanization, urban rail transit plays a vital role in connecting central cities with surrounding satellite cities and suburban new towns. Its passenger flow exhibits a significant "tidal" characteristic, placing extremely high demands on line transportation efficiency, the safety of turnaround operations, and scheduling flexibility. Currently, urban rail transit generally adopts an operation and scheduling mode based on CTC (Centralized Traffic Control) system.

[0003] However, traditional CTCs have significant shortcomings in managing train turnaround plans, making it difficult to adapt to the high-frequency, multi-train, and complex station conditions of urban railways. Their limitations are mainly reflected in the following aspects: Firstly, the planning is static and lacks dynamic adaptability: Traditional systems mainly rely on manually preset fixed turnaround schemes, failing to fully consider multi-dimensional dynamic constraints such as train formation type, effective length of tracks and turnaround rails, real-time occupancy, utilization rate, and route usage balance when planning. This easily leads to a disconnect between the planned schedule and actual operation, especially when train formations are temporarily adjusted, often resulting in resource waste or adaptation conflicts.

[0004] Secondly, the planned adjustment response is lagging and the degree of automation is low: when trains are late or there are conflicts in turnaround routes, the traditional system relies on dispatchers' manual judgment and intervention, and the adjustment process lacks quantitative basis and automated execution mechanism. This is not only inefficient and prolongs the turnaround operation time, but may also introduce safety risks due to human error.

[0005] Third, the lack of closed-loop management and information feedback gaps exist: In the existing system, there is insufficient data coordination between the CTC, the onboard ATO (Automatic Train Operation), and the station's automated control system. This makes it difficult to obtain real-time train turnaround execution status (such as turnaround track occupancy confirmation and onboard system execution progress), and also prevents the real-time feedback and updating of status information to the dispatcher's operation diagram interface. This results in dispatchers being unable to effectively monitor and predict the entire turnaround operation process.

[0006] Therefore, there is an urgent need in this field to provide a technical solution that can realize intelligent planning, dynamic adjustment and closed-loop management of turnaround plans to improve the operational efficiency and safety of urban railways.

[0007] It is understood that the above statements only provide background information related to the present invention and do not necessarily constitute prior art. Summary of the Invention

[0008] The purpose of this invention is to provide a CTC turnaround plan management method, system, medium, and electronic equipment to realize intelligent compilation, dynamic adjustment, and closed-loop control of the entire turnaround plan, so as to improve the operational efficiency and safety of urban railways.

[0009] To achieve the above objectives, this invention provides a CTC turnaround plan management method, comprising the following steps: S1, the line logic control server obtains the operation plan and compiles a train turnaround plan based on operational needs, train quantity, turnaround station track and turnaround rail information, and displays it on the dispatching center's operation diagram; S2, a sending command is triggered on the dispatching center's operation diagram to send the operation plan and turnaround plan to the station autonomous machine, which generates a turnaround route; S3, the onboard ATO interface server sends the corresponding turnaround plan to the onboard ATO system based on the train location information; S4, the line logic control server dynamically adjusts the turnaround plan based on the train location information and ATO turnaround plan feedback information; S5, the line logic control server performs a turnaround route conflict check based on the turnaround route status information and dynamically adjusts the turnaround plan based on the check results; S6, the line logic control server broadcasts an update of the turnaround status to the dispatching center's operation diagram based on the received turnaround status from the onboard ATO system.

[0010] Preferably, step S1 specifically includes the following steps: S101, the train operation logic control server starts and obtains the train operation plan; S102, the train operation logic control server generates a turnaround plan based on the train turnaround demand, train formation type, track length, turnaround rail length, turnaround rail utilization rate, and turnaround route utilization balance under the actual operation scenario of the urban railway; S103, the dispatch center receives and displays the turnaround plan generated in step S102; S104, the train operation logic control server adjusts and confirms the turnaround plan according to the actual operation situation; S105, the train operation logic control server saves the confirmed turnaround plan.

[0011] Preferably, step S2 specifically includes the following steps: S201, triggering a plan sending command on the dispatch center's operation diagram to send the corresponding train's operation plan and turnaround plan to the station's autonomous machine, and simultaneously sending all operation plans and turnaround plans to the corresponding onboard ATO interface server; S202, the station's autonomous machine receives the turnaround plan, automatically parses the turnaround plan parameters, and generates the corresponding turnaround route according to the station's signal interlocking rules; S203, the onboard ATO interface server stores and backs up the received turnaround plan, laying the data foundation for subsequent interaction with the onboard ATO system.

[0012] Preferably, step S3 specifically includes the following steps: S301, the onboard ATO interface server and the operating line logic control server maintain real-time data synchronization, and confirm that the train conforms to the current operation plan by receiving train position information; S302, the onboard ATO system continuously sends a train status report to the onboard ATO interface server in a first cycle, and the train status report includes train position information; S303, the onboard ATO interface server filters out the turnaround plan corresponding to the current train according to the train operation plan and the train position information in the train status report, and sends it to the onboard ATO system; S304, after receiving the turnaround plan, the onboard ATO system sends the turnaround plan reception status to the onboard ATO interface server.

[0013] Preferably, the first period is 400ms-600ms.

[0014] Preferably, step S4 specifically includes the following steps: S401, the onboard ATO interface server continuously sends train ATO turnaround plan feedback information to the line logic control server in real time during the second cycle; S402, the line logic control server comprehensively analyzes the train ATO turnaround plan feedback information, train position information, and turnaround route status information to determine the train's early or late departure time, and when it determines that adjustment is needed, it performs the operation of adjusting the turnaround track or turnaround method to readjust and confirm the turnaround plan; wherein, the turnaround route status information includes: turnaround track occupancy information, turnout route occupancy information, turnin route occupancy information, and turnaround route usage balance information.

[0015] Preferably, if the line logic control server determines that the train is delayed and needs to shorten the turnaround time by adjusting the turnaround track to avoid the delay, then the turnaround track is adjusted, and the process returns to step S104 to readjust and confirm the turnaround plan; if the line logic control server determines that the train is early and needs to shorten the turnaround time by optimizing the turnaround method, then the turnaround method is adjusted, and the process returns to step S104 to readjust and confirm the turnaround plan.

[0016] Preferably, the second period is 15s-25s.

[0017] Preferably, step S5 specifically includes the following steps: S501, the station autonomous machine sends the turnaround route status information to the line logic control server in real time; S502, the line logic control server determines whether the train turnaround route conflicts based on the turnaround route status information, and if a conflict is determined, performs the operation of adjusting the turnaround track to readjust and confirm the turnaround plan.

[0018] Preferably, if the operating line logic control server determines that the preceding vehicle occupies the turnaround track where the following vehicle's turn-in route is located, or if the operating line logic control server determines that the preceding vehicle's turn-out route affects the processing of the following vehicle's turn-in route, or if the operating line logic control server determines that the use of turnaround routes is unbalanced, then the turnaround track needs to be adjusted, and the process returns to step S104 to readjust and confirm the turnaround plan.

[0019] Preferably, step S6 specifically includes the following steps: S601, during the execution of the turnaround plan, the onboard ATO system sends the real-time turnaround status to the onboard ATO interface server, which then forwards it to the train line logic control server; S602, the train line logic control server saves the real-time turnaround status and sends a status update command to the dispatch center's train chart; S603, the dispatch center's train chart updates and displays the real-time turnaround status on the corresponding train line in real time according to the command.

[0020] This invention also provides a CTC turnaround plan management system, comprising: a centralized dispatching system, including: a dispatching center operation diagram, used to provide a human-machine interface for displaying, modifying, confirming, and sending turnaround plans, and displaying train turnaround status in real time; a line logic control server, communicatively connected to the dispatching center operation diagram, configured to: generate an initial turnaround plan; dynamically adjust the turnaround plan based on train position information, ATO turnaround plan feedback information, and turnaround route status information; perform turnaround route conflict checks and resolution; and distribute instructions and data; station self-regulatory machines, installed at each station, communicatively connected to the line logic control server, configured to: receive turnaround plans and generate specific turnaround routes; independently execute localized safety protection logic to ensure that turnaround operations comply with station equipment status and signal interlocking rules; and provide real-time feedback to the line logic control server on turnaround track and route occupancy information; and an onboard ATO system, installed on the train, communicatively connected to the centralized dispatching system, configured to: control the train to complete the turnaround action according to the turnaround instructions issued by the centralized dispatching system, and continuously report train position and speed parameters.

[0021] Preferably, the centralized scheduling system further includes an onboard ATO interface server, which is communicatively connected to both the operating line logic control server and the onboard ATO system, and is configured to: store and forward turnaround plans to the onboard ATO system; receive and forward the status of the onboard ATO system; and realize real-time information interaction between the onboard ATO system and the operating line logic control server.

[0022] The present invention also provides a computer-readable storage medium having a computer program stored thereon, wherein when the computer program is executed by a processor, the CTC turnaround plan management method is implemented.

[0023] The present invention also provides an electronic device, including a processor and a memory, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, the CTC turnaround plan management method is implemented.

[0024] In summary, compared with existing technologies, the CTC turnaround plan management method, system, medium, and electronic equipment provided by this invention aim to solve the problems of poor plan adaptability, delayed adjustment response, uneven resource utilization, and lack of closed-loop control in the turnaround operations of urban railways by traditional CTC systems. By optimizing the core module functions and data interaction logic of the CTC system, the system is equipped with the ability to process turnaround plans under multi-dimensional constraints, realizing intelligent preparation, dynamic adjustment, and efficient full-process control of turnaround plans, thereby improving the operational efficiency and safety of urban railways. Attached Figure Description

[0025] Figure 1 This is a flowchart of the CTC turnaround plan management method in this invention.

[0026] Figure 2 This is a schematic diagram of the CTC turnaround plan management system in this invention. Detailed Implementation

[0027] The present invention will be further described below with reference to the accompanying drawings and by providing a detailed description of a preferred embodiment.

[0028] It should be noted that the accompanying drawings are in a very simplified form and use non-precise proportions. They are only used to facilitate and clarify the purpose of illustrating the embodiments of the present invention, 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 the proportional relationship, or adjustments to the size should still fall within the scope of the technical content disclosed in the present invention, provided that they do not affect the effects and objectives that the present invention can produce.

[0029] It should be noted that, in this invention, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, 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 the expressly listed elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus.

[0030] like Figure 1 As shown, the present invention provides a CTC turnaround plan management method, which specifically includes the following steps: S1. The line logic control server obtains the operation plan and, based on the operation plan, compiles the train turnaround plan according to operational needs, number of trains, turnaround station track and turnaround rail information, and displays it on the operation diagram in the dispatching center. S2. Trigger the sending instruction on the dispatching center's operation diagram to send the operation plan and turnaround plan to the station's automatic control machine, which then generates the turnaround route; wherein, the sending instruction is triggered manually by the train dispatcher by clicking on the dispatching center's operation diagram; S3. The onboard ATO interface server sends the corresponding turnaround plan to the onboard ATO system based on the train's location information. S4. The line logic control server dynamically adjusts the turnaround plan based on train location information and ATO turnaround plan feedback information; S5. The operation line logic control server performs turnaround route conflict checks based on the turnaround route status information and dynamically adjusts the turnaround plan according to the check results. S6. The operation line logic control server broadcasts the updated turnaround status to the dispatch center operation diagram based on the received turnaround status of the on-board ATO system.

[0031] Furthermore, step S1 specifically includes the following steps: S101. The train operation logic control server starts and obtains the train operation plan; S102. The line logic control server generates a turnaround plan based on the train turnaround demand, train formation type, track length, turnaround rail length, turnaround rail utilization rate, and turnaround route utilization balance under the actual operation scenario of the urban railway. S103. The dispatch center receives the operation diagram and displays the turnaround plan generated in step S102 on its graphical interface; S104. The line logic control server adjusts and confirms the turnaround plan according to the actual operation situation; wherein, the turnaround plan includes two operations: adjusting the turnaround track and the turnaround method. The vehicle-mounted ATO system is configured to perform the corresponding operations according to the turnaround plan, that is, the vehicle-mounted ATO system knows which turnaround track and which turnaround method to use for the turnaround through the turnaround plan. S105. The running line logic control server saves the confirmed turnaround plan.

[0032] It should be understood that, in step S101, the operation plan is a train operation plan prepared in advance by a person (train scheduler) on a daily basis; in step S102, the train turnaround requirement is the operational requirement for trains to turn around at specific stations.

[0033] It should be noted that in the method of the present invention, the turnaround plan generated in step S1 is only an initial turnaround plan, and it needs to be continuously updated thereafter.

[0034] Furthermore, step S2 specifically includes the following steps: S201. Trigger the plan sending instruction on the dispatching center operation diagram. The dispatching center operation diagram sends the corresponding train operation plan and turnaround plan to the station autonomous machine according to the preset plan sending list, and at the same time sends all operation plans and turnaround plans to the corresponding on-board ATO interface server. S202. The station's automatic control unit receives the turnaround plan, automatically parses the turnaround plan parameters, and generates the corresponding turnaround route according to the station's signal interlocking rules. S203, the on-board ATO interface server stores and backs up the received turnaround plan, laying the data foundation for subsequent interaction with the on-board ATO system.

[0035] Furthermore, step S3 specifically includes the following steps: S301, the on-board ATO interface server and the operating line logic control server maintain real-time data synchronization, and confirm that the train conforms to the current operation plan by receiving train position information; S302. The on-board ATO system continuously sends a train status report to the on-board ATO interface server in a first cycle, and the train status report includes train location information; wherein, the first cycle is 400ms-600ms. S303: The onboard ATO interface server filters out the turnaround plan corresponding to the current train based on the train operation plan and the train position information in the train status report, and sends it to the onboard ATO system. S304. After receiving the turnaround plan, the vehicle-mounted ATO system immediately sends the turnaround plan reception status to the vehicle-mounted ATO interface server to ensure the reliability of the data interaction link.

[0036] Furthermore, step S4 specifically includes the following steps: S401. The onboard ATO interface server continuously sends train ATO turnaround plan feedback information to the operating line logic control server in real time during the second cycle; wherein, the second cycle is 15s-25s. S402, the line logic control server comprehensively analyzes the train ATO turnaround plan feedback information, train position information and turnaround route status information to determine the train's early or late arrival time and whether it is necessary to shorten the turnaround time by adjusting the turnaround track or optimizing the turnaround method; If the line logic control server determines that the train is delayed and it is necessary to shorten the turnaround time by adjusting the turnaround track to avoid the delay, the turnaround track will be adjusted immediately, and the process will return to step S104 to readjust and confirm the turnaround plan. If the line logic control server determines that the train is running early and it is necessary to shorten the turnaround time by optimizing the turnaround method (such as adjusting to turnaround in place), then the turnaround method will be adjusted synchronously, and the process will return to step S104 to readjust and confirm the turnaround plan, ensuring that the train operation rhythm meets the operational requirements.

[0037] The reversal route status information includes: reversal rail occupancy information, outgoing route occupancy information, incoming route occupancy information, and reversal route usage balance information.

[0038] Furthermore, step S5 specifically includes the following steps: S501, The station's automatic control machine sends the turnaround route status information to the line logic control server in real time; S502. The line logic control server determines whether the train's turnaround route conflicts based on the turnaround route status information in step S501. If the line logic control server determines that the preceding vehicle occupies the turnaround track where the following vehicle's turnaround route is located, then the turnaround track needs to be adjusted, and the process should return to step S104 to readjust and confirm the turnaround plan. If the line logic control server determines that the turnout route of the preceding vehicle affects the turnin route of the following vehicle, then the turnback track needs to be adjusted, and the process should return to step S104 to readjust and confirm the turnback plan. If the line logic control server determines that the use of the turnaround route is unbalanced, it needs to dynamically adjust the turnaround rail and turnaround plan, and return to step S104 to readjust and confirm the turnaround plan.

[0039] Furthermore, step S6 specifically includes the following steps: S601. During the execution of the turnaround plan, the vehicle-mounted ATO system continuously sends real-time turnaround status (such as "turnaround in progress", "turnaround completed", "pending turnaround") to the vehicle-mounted ATO interface server, which then forwards the information to the operation line logic control server. S602, The line logic control server saves the vehicle-mounted ATO turnaround status and sends a status update command to the dispatch center's operation diagram; S603 After receiving instructions, the dispatch center's operation diagram updates and displays the turnaround status in real time on the corresponding train operation line for the train dispatcher to monitor.

[0040] Furthermore, such as Figure 2As shown, the present invention also provides a CTC turnaround plan management system for implementing the above-mentioned CTC turnaround plan management method applicable to urban rail transit, comprising: The Centralized Command and Control (CTC) system serves as the core command center, responsible for the overall formulation and dynamic adjustment of the turnaround plan, including: The dispatch center operation diagram provides a human-computer interaction interface for train dispatchers to display, modify, confirm, and send turnaround plans, and to display the train turnaround status in real time. The line logic control server, as the core processing unit, communicates with the dispatch center's operation diagram. It is configured to: generate initial turnaround plans; comprehensively analyze various information to adjust the operational status and check and resolve route conflicts; and distribute instructions and data to other components. The station self-regulatory machine, installed at each station, is communicatively connected to the line logic control server. It is configured to: receive turnaround plans and generate specific turnaround routes; independently execute localized safety protection logic to ensure that turnaround operations comply with station equipment status and signal interlocking rules; and provide real-time feedback to the line logic control server on turnaround track and route occupancy information. The onboard ATO system, installed on the train and connected to the centralized dispatching system, is configured to: control the train to complete the turnaround action according to the turnaround command issued by the centralized dispatching system, and form a closed-loop control link by continuously reporting key parameters such as train position and speed.

[0041] The centralized scheduling system also includes an onboard ATO interface server, which is communicatively connected to both the operating line logic control server and the onboard ATO system. It is configured to: store and forward turnaround plans to the onboard ATO system; receive and forward status feedback from the onboard ATO system; and enable real-time information interaction between the onboard ATO system and the operating line logic control server.

[0042] Furthermore, the present invention also provides a computer-readable storage medium having a computer program stored thereon, characterized in that, when the computer program is executed by a processor, it implements the CTC turnaround plan management method applicable to urban rail transit.

[0043] Furthermore, the present invention also provides an electronic device, including a processor and a memory, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, it implements the CTC turnaround plan management method applicable to urban rail transit.

[0044] In summary, this invention provides a CTC turnaround plan management method, system, medium, and electronic device, aiming to solve the problems of poor plan adaptability, delayed adjustment response, uneven resource utilization, and lack of closed-loop control in traditional CTC systems for urban railway turnaround operations. By optimizing the core module functions and data interaction logic of the CTC system, the system is equipped with the ability to process turnaround plans under multi-dimensional constraints, realizing intelligent preparation, dynamic adjustment, and efficient full-process control of turnaround plans, thereby improving the operational efficiency and safety of urban railways.

[0045] 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 CTC turnaround plan management method, characterized in that, Includes the following steps: S1. The line logic control server obtains the operation plan and compiles the train turnaround plan based on the operation requirements, number of trains, turnaround station track and turnaround rail information, and displays it on the operation diagram in the dispatching center. S2. Trigger the sending command on the dispatch center operation diagram to send the operation plan and turnaround plan to the station autonomous machine, and the station autonomous machine generates the turnaround route; S3. The onboard ATO interface server sends the corresponding turnaround plan to the onboard ATO system based on the train's location information. S4. The line logic control server dynamically adjusts the turnaround plan based on train location information and ATO turnaround plan feedback information; S401. The on-board ATO interface server continuously sends train ATO turnaround plan feedback information to the operating line logic control server in real time during the second cycle. S402. The line logic control server comprehensively analyzes the train ATO turnaround plan feedback information, train position information, and turnaround route status information to determine the train's early or late arrival time. When it is determined that an adjustment is needed, it performs the operation of adjusting the turnaround track or turnaround method to readjust and confirm the turnaround plan. The turnaround route status information includes: turnaround rail occupancy information, outbound route occupancy information, inbound route occupancy information, and turnaround route usage balance information; S5. The operation line logic control server performs turnaround route conflict checks based on the turnaround route status information and dynamically adjusts the turnaround plan according to the check results. S501. The station's automatic control machine sends the turnaround route status information to the line logic control server in real time. S502. The line logic control server determines whether the train turnaround route conflicts based on the turnaround route status information. If a conflict is found, the server performs the operation of adjusting the turnaround track to readjust and confirm the turnaround plan. S6. The operation line logic control server broadcasts the updated turnaround status to the dispatch center operation diagram based on the received turnaround status of the on-board ATO system. S601. During the execution of the turnaround plan, the vehicle-mounted ATO system sends the real-time turnaround status to the vehicle-mounted ATO interface server, which then forwards it to the operation line logic control server. S602. The running line logic control server saves the real-time turnaround status and sends a status update instruction to the running diagram in the dispatching center. S603. The dispatch center's operation diagram updates and displays the real-time turnaround status on the corresponding train operation line in real time according to the instructions.

2. The CTC turnaround plan management method as described in claim 1, characterized in that, Step S1 specifically includes the following steps: S101. The train operation logic control server starts and obtains the train operation plan; S102. The line logic control server generates a turnaround plan based on the train turnaround demand, train formation type, track length, turnaround rail length, turnaround rail utilization rate, and turnaround route utilization balance under the actual operation scenario of the urban railway. S103. The dispatch center receives and displays the turnaround plan generated in step S102. S104. The operation line logic control server adjusts and confirms the turnaround plan based on the actual operation situation; S105. The running line logic control server saves the confirmed turnaround plan.

3. The CTC turnaround plan management method as described in claim 2, characterized in that, Step S2 specifically includes the following steps: S201. Trigger the plan sending command on the dispatch center operation diagram to send the corresponding train operation plan and turnaround plan to the station autonomous machine, and at the same time send all operation plans and turnaround plans to the corresponding on-board ATO interface server. S202. The station's automatic control unit receives the turnaround plan, automatically parses the turnaround plan parameters, and generates the corresponding turnaround route according to the station's signal interlocking rules. S203, the on-board ATO interface server stores and backs up the received turnaround plan, laying the data foundation for subsequent interaction with the on-board ATO system.

4. The CTC turnaround plan management method as described in claim 3, characterized in that, Step S3 specifically includes the following steps: S301, the on-board ATO interface server and the operating line logic control server maintain real-time data synchronization, and confirm that the train conforms to the current operation plan by receiving train position information; S302. The on-board ATO system continuously sends a train status report to the on-board ATO interface server in a first cycle, and the train status report includes train location information. S303: The onboard ATO interface server filters out the turnaround plan corresponding to the current train based on the train operation plan and the train position information in the train status report, and sends it to the onboard ATO system. S304. After receiving the turnaround plan, the vehicle-mounted ATO system sends the turnaround plan reception status to the vehicle-mounted ATO interface server.

5. The CTC turnaround plan management method as described in claim 4, characterized in that, The first cycle is 400ms-600ms.

6. The CTC turnaround plan management method as described in claim 1, characterized in that, In step S4, if the line logic control server determines that the train is delayed and it is necessary to shorten the turnaround time by adjusting the turnaround track to avoid the delay, then the turnaround track is adjusted, and the process returns to step S104 to readjust and confirm the turnaround plan. If the line logic control server determines that the train is ahead of schedule and that the turnaround time needs to be shortened by optimizing the turnaround method, then the turnaround method is adjusted, and the process returns to step S104 to readjust and confirm the turnaround plan.

7. The CTC turnaround plan management method as described in claim 1, characterized in that, The second cycle is 15s-25s.

8. The CTC turnaround plan management method as described in claim 1, characterized in that, In step S5, if the operating line logic control server determines that the preceding vehicle occupies the turnaround track where the following vehicle's turn-in route is located, or if the operating line logic control server determines that the preceding vehicle's turn-out route affects the processing of the following vehicle's turn-in route, or if the operating line logic control server determines that the use of turnaround routes is unbalanced, then the turnaround track needs to be adjusted, and the process returns to step S104 to readjust and confirm the turnaround plan.

9. A CTC turnaround plan management system, used to implement the CTC turnaround plan management method as described in any one of claims 1 to 8, characterized in that, include: The centralized dispatch system includes: The dispatch center operation diagram is used to provide a human-machine interface to display, modify, confirm, and send turnaround plans, and to display the train turnaround status in real time; The line logic control server, which is connected to the dispatch center's operation diagram, is configured to: generate an initial turnaround plan; dynamically adjust the turnaround plan based on train location information, ATO turnaround plan feedback information, and turnaround route status information; perform turnaround route conflict checks and resolutions; and distribute instructions and data. The station self-regulatory machine, installed at each station, is connected to the line logic control server and is configured to: receive turnaround plans and generate specific turnaround routes; independently execute localized safety protection logic to ensure that turnaround operations comply with station equipment status and signal interlocking rules; and provide real-time feedback to the line logic control server on turnaround track and route occupancy information. The onboard ATO system, installed on the train and connected to the centralized dispatching system, is configured to: control the train to complete the turnaround action according to the turnaround command issued by the centralized dispatching system, and continuously report the train's position and speed parameters.

10. The CTC turnaround plan management system as described in claim 9, characterized in that, The centralized scheduling system also includes an on-board ATO interface server, which is communicatively connected to the operating line logic control server and the on-board ATO system, and is configured to: store and forward turnaround plans to the on-board ATO system; and receive and forward the status of the on-board ATO system. Real-time information exchange between the vehicle-mounted ATO system and the line logic control server is achieved.

11. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the CTC turnaround plan management method as described in any one of claims 1 to 8.

12. An electronic device, characterized in that, It includes a processor and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, it implements the CTC turnaround plan management method according to any one of claims 1 to 8.

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