A railway station signal control feasibility verification method and device based on a delay Petri net and a storage medium

Abstract

This invention relates to the field of railway transportation scheduling technology, specifically to a method, device, and storage medium for verifying the feasibility of railway station signal control based on time-delay Petri nets. The method involves: simplifying the target railway station map to extract track sections and turnout elements and defining route sequences to obtain a simplified station map; combining a pre-set route arrangement module and a decision module to construct a time-delay Petri net model of the station; calculating the time taken for trains to pass through each track section based on the simplified map and train timetable, and arranging them in time sequence to generate a train operation plan within the station; assigning the time parameters in the plan to the corresponding transitions in the Petri net model and performing simulation analysis to obtain verification results indicating the feasibility of the plan. This invention achieves automated, high-precision verification and accurate fault location of operation plans at the track section + time point granularity, effectively overcoming the problems of low simulation accuracy, poor verification efficiency, and ambiguous fault location in traditional methods.

Description

Technical Field

[0001] This invention relates to the field of railway transportation scheduling technology, and in particular to a method, equipment and storage medium for verifying the feasibility of railway station signal control based on time-delay Petri nets. Background Technology

[0002] Railway stations are crucial nodes in the railway transportation network, responsible for train reception, departure, passing, overtaking, and stopping operations. The rationality and feasibility of the train operation plan within the station (typically including the arrival time of each train, the order and duration of track occupancy, the time to clear each track section, and the departure time) directly affect traffic safety and transportation efficiency. Therefore, effective verification and evaluation of the plan before implementation is a vital aspect of railway transportation scheduling and safety management.

[0003] Currently, the industry mainly relies on the following two methods to verify station operation plans:

[0004] 1. Static analysis based on human experience: Dispatchers or engineers assess the rationality of plans through logical reasoning and experience, based on timetables, station diagrams, and operating procedures. This method is highly dependent on individual ability and is difficult to comprehensively and accurately analyze all potential spatiotemporal conflicts for complex station layouts or multi-train operation scenarios. In particular, it is difficult to quantify the precise time coordination relationship between turnout switching, signal opening, and train operation.

[0005] 2. Dynamic Simulation Based on Simplified Models: This involves using general-purpose or specialized simulation software to simulate train operation within stations. However, existing simulation tools often suffer from either excessively high or low levels of model abstraction. Some tools focus on macroscopic traffic flow organization, failing to finely depict the state transitions of each track circuit segment and each turnout, as well as their strict time constraints. Other tools may be tied to specific signaling system standards, exhibiting poor versatility and complex, difficult-to-maintain modeling work. Both of these situations limit the simulation results in reflecting precise occupancy timing at the "track section level" and "second-level" time coordination issues.

[0006] The technical shortcomings of existing technologies are summarized as follows: (1) Insufficient model accuracy and completeness: Existing methods lack a standardized and formalized modeling method that can accurately map the physical topology of the station (tracks, switches and their connections) and interlocking logic, and rigorously characterize the time consumed by events such as train occupancy and clearance. The models often ignore key time elements (such as the fixed time of switch switching) or fail to accurately bind the equipment status with the train operation plan on the timeline, resulting in simulation distortion.

[0007] (2) Low level of automation and intelligence in the verification process: The verification process relies heavily on human intervention and trial and error. For conflicting plans, it is impossible to achieve rapid and automated feasibility determination. It requires manual exploration of various possible situations, which is inefficient and particularly unsuitable for the needs of real-time adjustment or large-scale plan evaluation.

[0008] (3) Weak problem diagnosis and localization capabilities: When a plan is found to be infeasible, existing methods can usually only point out the existence of a conflict, but it is difficult to automatically and accurately locate the specific physical location of the conflict (such as which track section), the precise time point, and the root cause of the conflict (for example, whether the track occupancy time window overlaps or the turnout switching time is not met). This makes subsequent plan modifications lack focus and the optimization process blind.

[0009] In summary, given the aforementioned shortcomings, the existing technology lacks an integrated solution based on rigorous formal theory, which should be able to: First, through a set of standardized rules, the actual railway station structure (including track sections, turnouts, and routes) is automatically converted into a computable formal model that combines state logic and temporal semantics.

[0010] Secondly, it can seamlessly embed the time parameters (time consumption converted from speed and distance) in the train operation plan into the model, realizing a quantitative combination of the plan and the model.

[0011] Finally, based on this model, the feasibility of the entire plan in terms of logical correctness and time coordination is systematically verified without trial and error through automated state-space analysis algorithms (such as reachability graph calculation). When the plan is not feasible, it can automatically output diagnostic information containing specific conflict locations, times and types, providing a direct basis for optimization. Summary of the Invention

[0012] The purpose of this invention is to overcome the shortcomings of the existing technology and provide a method, device and storage medium for verifying the feasibility of railway station signal control based on time-delay Petri nets.

[0013] In a first aspect, the present invention provides a feasibility verification method for railway station signal control based on time-delay Petri nets, comprising the following steps: S1. Simplify the target railway station map, extract track sections and turnout elements, and define the route and the sequence of track sections it passes through to obtain the simplified station map; S2. Based on the simplified station map, a time-delay Petri net model of the target railway station is constructed by combining a preset arrangement path module and a decision module. S3. Based on the simplified station map and train operation map, calculate the time taken for the train to pass through each track section, arrange them in chronological order, and generate a train operation plan within the station. S4. Assign the time parameters in the train station operation plan to the corresponding transitions in the time-delay Petri net model, and perform simulation analysis to obtain verification results. The verification results are used to indicate at least the feasibility of the train station operation plan.

[0014] This invention provides a complete and standardized feasibility verification process for railway station operation plans. Through a closed-loop approach of simplification-modeling-planning-verification, complex station operation safety issues are transformed into calculable and simulable formal model analysis problems. This fundamentally overcomes the subjectivity and inaccuracy of manual experience-based judgment and simple simulation, laying the foundation for automated and high-precision plan verification.

[0015] Preferably, in step S1, the simplification process for the target railway station includes: S11. Remove the signal, leaving only the track section and turnouts; S12. Merge the turnout and its associated track circuit into a turnout section, and classify all track sections into turnout-free sections, turnout sections, or tracks. S13. Each track section is independently numbered, and the direction of each route and the sequence of track section numbers it passes through are defined.

[0016] This solution transforms physical station maps into simplified maps with clear structures and standardized elements by defining explicit station simplification rules, removing non-core elements, merging turnout sections, and standardizing classification numbers. This ensures input consistency for subsequent model building, significantly reduces modeling complexity and arbitrariness, and provides a prerequisite for automated modeling.

[0017] Preferably, step S2 specifically includes: S21. Draw the basic Petri net model of the route arrangement module used to control the route locking logic and the decision module used to determine the occupancy status of the track section. S22. Based on the number of routes and track section distribution in the simplified station diagram, select and combine the corresponding basic modules for each route. S23. Merge places, transitions or arcs with the same physical meaning in different basic modules to eliminate redundancy and form the time-delay Petri net model.

[0018] This paper proposes a modular combination-based model construction method. By combining pre-defined standardized modules (routes and decision modules) and intelligently merging redundant elements, a time-delay Petri net model reflecting the station interlocking logic and topology can be generated quickly and accurately. This method improves modeling efficiency and ensures the logical correctness and structural simplicity of the model.

[0019] In this invention, "having the same physical meaning" refers to nodes representing the same track section status, the same train operation event, or the same interlocking logic control.

[0020] Furthermore, the path arrangement module and the decision module are commonly used Petri net modeling components in this field.

[0021] Preferably, step S3 specifically includes: S31. Calculate the total number, length, and number of track sections from the simplified station map; S32. Calculate the time it takes for the train to pass through each track section using the formula t=L / v, where L is the length of the track section and v is the train speed. S33. Based on the order of track sections of each route, arrange the time consumption of each section in chronological order, and combine the train arrival time to deduce the clearing time of each track section and the train departure time, thus forming the train operation plan within the station.

[0022] This scheme enables the quantification and structured generation of train operation plans within stations. By accurately calculating based on track length and train speed, the macroscopic operation map is decomposed into microscopic track segment-time series, giving the operation plan precise time parameters and providing reliable data input for subsequent precise time-coordinated analysis in the model.

[0023] Preferably, step S4 specifically includes: S41. Assign the time consumption of each track section calculated in the train station operation plan to the transition in the time-delay Petri net model that represents the train's movement through the corresponding section. S42. Simulate the time-delay Petri net model after assignment and generate its reachability graph; S43. Traverse all identifiers in the reachability graph, count the occupancy status of each storage location, and generate an n-dimensional vector X, where n is the total number of storage locations in the model; S44. Determine the feasibility of the train station operation plan based on the n-dimensional vector X, wherein the plan is deemed feasible if and only if all elements in vector X are 0; if there are non-zero elements in vector X, the plan is deemed infeasible.

[0024] By assigning planned time parameters to model transitions and generating reachability graphs using time-delay Petri net simulations, feasibility is ultimately determined by analyzing state vectors. This method achieves automated exhaustive analysis of the entire planned path and all states, enabling absolute judgment of plan feasibility (all vectors are 0), with detection accuracy reaching the level of location (track segment state).

[0025] Preferably, in the n-dimensional vector X, the value of the i-th element is defined as: If the track segment corresponding to the i-th library has a conflict during the planned execution, the value is 1; If the track section is operating normally, the value is 0.

[0026] By explicitly representing the conflict status of each track segment using binary vectors (1 for conflict, 0 for normal), the verification conclusions are no longer vague about the existence of risks, but rather precise quantitative indicators that can be directly interpreted and processed by computers, providing a direct basis for the automated location of faults.

[0027] Preferably, when the train station operation plan is determined to be infeasible, the method further includes: locating the conflicting track section and the corresponding conflict time point based on the non-zero elements in the n-dimensional vector X.

[0028] When a plan is not feasible, the specific physical track segment and its time point where the conflict occurred can be located directly by using the non-zero elements in the verification vector. This completely changes the ambiguity of fault location in traditional methods, enabling dispatchers to quickly focus on the core of the problem.

[0029] Preferably, after a location conflict, the method further includes: Analyze the causes of the conflict and revise the train operation plan within the station. The revision includes adjusting at least one of the train arrival time, departure time, or route selection.

[0030] Building upon precise positioning, an optimized closed-loop system is further provided. By analyzing the causes of conflicts (such as time overlap and insufficient turnout switching), targeted correction strategies (such as adjusting timing or routes) can be proposed, thereby upgrading the verification system from a simple diagnostic tool to an auxiliary decision-making and optimization tool, improving the rationality and safety of operation plan preparation.

[0031] In a second aspect, the present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the verification method described above.

[0032] In a third aspect, the present invention provides a computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the verification method described above.

[0033] Compared with the prior art, the beneficial effects of the present invention are as follows: This invention provides a feasibility verification method for railway station signal control based on time-delay Petri nets. Through standardized station simplification rules and modular modeling processes, it can construct a formal model that is accurately mapped to and logically consistent with the physical station. Based on time parameter synchronization and reachability graph analysis, it can achieve high-precision and automated feasibility verification and precise conflict location of the operation plan at the track section + time point granularity. This overcomes the problems of low simulation accuracy, poor verification efficiency and ambiguous fault location of traditional methods.

[0034] This invention provides a feasibility verification system for railway station signal control based on time-delay Petri nets. By integrating functional modules for standardized modeling, plan quantification generation, and automated verification analysis, the above methods can be encapsulated into a dedicated tool that directly outputs verification conclusions and specific conflict locations, times, and causes. This not only achieves precision and automation in the verification process but also provides targeted correction suggestions for the operation plan, significantly improving verification efficiency and optimization support capabilities.

[0035] This invention provides a computer device that, by storing and running a program that implements the above-described method, can solidify the complete verification logic onto a hardware carrier, forming an independent and reliable dedicated verification device. This device is compatible with mature simulation tools, has low implementation costs, and is easy to deploy and apply at railway dispatching sites, providing a stable and efficient technical means for the daily verification and optimization of station operation plans. Attached Figure Description

[0036] Figure 1 This is a schematic diagram of the original station structure of the virtual single-track three-track Long'an Station used in this embodiment of the invention.

[0037] Figure 2 This is a simplified diagram of Long'an Station obtained after processing the station simplification rules according to the present invention.

[0038] Figure 3 This is a schematic diagram of the "Long'an Station Delay Petri Net Model" constructed by the modular modeling algorithm of this invention.

[0039] Figure 4 This is a schematic diagram showing the results of the simulation verification of "Train Operation Plan 1" according to the present invention.

[0040] Figure 5This is a schematic diagram showing the results of the simulation verification of "Train Operation Plan 2" by the present invention. Detailed Implementation

[0041] The present invention will now be described in further detail with reference to specific embodiments. However, this should not be construed as limiting the scope of the present invention to the following embodiments; all technologies implemented based on the content of the present invention fall within the scope of the present invention.

[0042] Example 1 This embodiment uses Figure 1 Taking the virtual single-track three-track station, Long'an Station, as an example, the implementation process of the method of the present invention is explained in detail.

[0043] The station simplification rules and algorithms of this invention can be adapted to different types of stations (such as double-track stations and multi-track stations), requiring only adjustments to the number of track sections and the combination of route modules. The time delay assignment must be strictly matched with the actual train speed and track section length to ensure time accuracy; The transition delay for unarranged paths is set to 0 by default, and the initial library has no tokens to avoid interfering with the verification results; The simulation software TINA version must be ≥3.0 to ensure that no identifiers are omitted in the reachability graph calculation.

[0044] Implementation preparation Basic station information: Long'an Station is a single-track railway station, and its station structure diagram is shown below. Figure 1 (Long'an Station map shown).

[0045] Implementation tools: This embodiment uses the mature time-delay Petri net simulation software TINA (version ≥ 3.0) as the simulation analysis tool.

[0046] Parameter settings: Set the unit time to 1 minute. The time baseline is set according to different train operation plans. For example, for subsequent plan 1, the time baseline is set to 9:00; for plan 2, the time baseline is set to 13:00.

[0047] Step S1: Simplify the target railway station map, extract track sections and turnout elements, and define the route and the sequence of track sections it passes through to obtain the simplified station map; Specifically, the simplified process includes the following steps: S11, remove the signal, retaining only the track section and switches; remove Figure 1 All signals in the system retain only the two core physical elements: track sections and turnouts. S12. Merge the turnout and its associated track circuit into a turnout section, and classify all track sections into turnout-free sections, turnout sections, or tracks; such as Figure 1 As shown: This plan includes 9 track sections: No branching sections (g1, g6), Turnout sections (g2, g3, g4, g5), Stockway (z2, z2).

[0048] S13. Each track section is independently numbered, and the direction of each route and the sequence of track section numbers it passes through are defined.

[0049] The above nine track sections are independently numbered, and based on the station operation rules, four critical routes and their corresponding track section sequences are defined: Downward receiving route X1: g1→ g2→ Z1→ g4→ g5→ g6 Downward receiving route X2: g1→ g2→ g3→ Z2→ g4→ g5→ g6 Upbound departure route S3: g6→ g5→ g4→ Z3→ g3→ g2→ g1 Upbound departure route S4: g6→ g5→ Z2→ g3→ g2→ g1 After the above simplification process, we get the following: Figure 2 The diagram shown is a simplified version of Long'an Station. This diagram clearly illustrates the station's core topology and serves as the basis for subsequent modeling.

[0050] S2. Based on the simplified station map, a time-delay Petri net model of the target railway station is constructed by combining a preset arrangement path module and a decision module. Specifically, the steps include the following: S21. Draw the basic Petri net model of the route arrangement module used to control the route locking logic and the decision module used to determine the occupancy status of the track section. The pre-defined basic Petri net modules mainly include two types: Arrangement path module: controls the locking and unlocking logic of the path; Decision module: Determines whether a specific track segment is in an idle or occupied state.

[0051] S22. Based on the number of routes and track section distribution in the simplified station diagram, select and combine the corresponding basic modules for each route. Based on the four routes (X1, X2, S3, S4) defined in the simplified diagram of Long'an Station and the distribution of the track sections involved, a corresponding basic module is selected and combined for each route. For example, each route typically requires two route arrangement modules (corresponding to the start and end points of the route) and two decision modules.

[0052] S23. Merge places, transitions or arcs with the same physical meaning in different basic modules to eliminate redundancy and form the time-delay Petri net model.

[0053] After examining all combined modules, places, transitions, or arcs with the same physical meaning in different modules are merged, retaining only one instance. This eliminates logical redundancy and forms a complete, concise, and consistent unified model. The integrated "Long'an Station Delay Petri Net Model" is as follows: Figure 3 As shown.

[0054] Step S3: Based on the simplified station map and train timetable, calculate the time it takes for the train to pass through each track section, arrange them in chronological order, and generate a train operation plan within the station; specifically including: S31. Calculate the total number, length, and number of track sections from the simplified station map; Figure 2 The length data (L) and number of 9 track segments were extracted from the simplified diagram; S32. Calculate the time taken for a train to pass through each track section using the formula t=L / v, where L is the length of the track section and v is the train speed. Based on the given train timetable, obtain the speed (v) of each train that is scheduled to pass through the station, and calculate the time (t) required for each train to pass through each planned track section using the formula. S33. Based on the order of track sections of each route, arrange the time consumption of each section in chronological order, and combine the train arrival time to deduce the clearing time of each track section and the train departure time, thus forming the train operation plan within the station.

[0055] Arrange the time consumption according to the fixed track sections of the route, and combine the planned train arrival time to deduce the start time, clearing time, and final departure time of the train's planned occupation of each section.

[0056] To fully verify the effectiveness of the method of the present invention, this embodiment generates two sets of running plans for comparative testing: Table 1 shows the train operation plan.

[0057] Table 2 shows the train operation plan 2.

[0058] S4. Assign the time parameters in the train station operation plan to the corresponding transitions in the time-delay Petri net model, and perform simulation analysis to obtain verification results. The verification results are used to indicate at least the feasibility of the train station operation plan.

[0059] In the time-delay Petri net model constructed in this invention, transitions are used to abstractly represent train operation events or equipment state transition events within a station, such as a train entering / leaving a track section, or a turnout starting / completing its positioning or reversing. Each transition can be assigned a time delay value, accurately characterizing the time required for the event to complete.

[0060] Verification of Plan 1: S41. Delay Assignment: Assign the time consumption of each track segment calculated in Plan 1 of Table 1 to... Figure 3 The corresponding transitions in the model (for example, assigning the time of 5 minutes for the train to pass through g1 to the transition in the model representing "the train occupies g1").

[0061] S42. Reachability Graph Calculation: The time-delayed Petri net model was loaded into TINA software for simulation, generating the model's reachability graph. The simulation produced 32 different reachability markers, and the total simulation time was 92 minutes, consistent with the total time span of Plan 1. See Table 3 for details. Table 3. Reachability indicators for train operation plan 1 within the station.

[0062] S43. Verification Vector Generation: Traverse all markers in the reachable graph, count the occurrence of each locust (representing the status of a track segment) among all markers, and generate a 9-dimensional verification vector X (because the model has 9 core locusts). Analysis shows that the final generated verification vector X is an all-zero vector.

[0063] Validation vector Based on conclusion 1, plan 1 is feasible. Simulation results are as follows: Figure 4 As shown.

[0064] S44. Feasibility Assessment Based on the judgment criterion (the plan is feasible if and only if all vectors X are 0), the train station operation plan 1 is determined to be feasible. The reachability graph states of this verification process and the final simulation result interface can be found in the appendix. Figure 4 .

[0065] Verification, conflict identification, and correction of Plan 2 S41, Delay Assignment Assign the time parameters of Plan 2 in Table 2 to the model.

[0066] S42, Reachability Graph Calculation A simulation was performed in TINA to generate an reachability graph. This simulation only produced 23 reachability markers, and the total simulation time was 63 minutes, which does not match the theoretical time span of Plan 2, initially indicating a problem.

[0067] Table 4 shows the reachability indicators for train operation plan 2 within the station.

[0068] S43, Verification Vector Generation Traversing the identifiers to generate the verification vector X, it is found that X is not a vector of all zeros, but has elements with values ​​of 1 corresponding to certain track segments (places).

[0069] Validation vector Based on conclusion 1, plan 2 is not feasible; S44. Feasibility Assessment and Conflict Identification In this scheme, conflicts include time overlap, insufficient turnout switching time, and signal interlocking conflicts. Based on the judgment criteria, Plan 2 is deemed infeasible. Using the elements with a value of 1 in the verification vector X, the specific track section and time point of the conflict can be precisely located. For example, analysis shows that in Plan 2, the trains on route S3 and route S4 have overlapping usage times in section g5.

[0070] Specifically, the train on route S4 is scheduled to clear g5 at 13:23, while the train on route S3 needs to enter and immediately lock a series of sections, including g5, at the same time (13:23). Because the turnout status requirements at g5 differ between the two routes, insufficient switching time was allowed after train 2 cleared the turnout. If train 1 enters at this time, the turnout may be in a four-way open or unstable state, posing a serious risk of derailment or collision. A simulation result interface illustrating this conflict scenario can be found in the appendix. Figure 5 .

[0071] S45, Plan Revision Fault Analysis: In section (D_2), the turnout switching time between routes (JR_3) and (JR_4) is insufficient. When a train enters, the turnout may be in a four-way open state, posing a risk of derailment / collision. Simulation results are as follows... Figure 5 As shown, the arrival time of train 1 on route S3 entering track section g6 is the same as the arrival time of train 2 on route S4 just as it exits track section g5. Since train 1 needs to immediately lock track sections g5, g6, and z2 upon entering the station, and the turnout states under the receiving routes in routes S3 and S4 are different, train 2, after exiting track section g5, does not allow sufficient time for the turnouts to switch. If train 1 enters the station at this time, the corresponding turnout may be in a state transitioning from open to closed or still in the reverse position, which would cause serious train derailment or collisions within the station. Therefore, train operation plan 2 within the station is not feasible, and the route arrangement should be adjusted accordingly.

[0072] In this scheme, "correction" refers to the specific calculation method for automatically suggesting delayed arrival time based on the minimum safe interval between the conflict time point and the turnout switching time.

[0073] Based on the precise conflict location and cause analysis described above, targeted corrective measures are proposed. For example, delaying the arrival time of train S4 allows for a safe time interval for turnout switching, ensuring that the turnout is stably locked in the correct position when train S3 is processed. The corrected plan is then re-entered into the above process for verification, yielding a feasible conclusion.

[0074] As can be seen from the detailed implementation process using Long'an Station as an example, the method, equipment, and storage medium provided by this invention can systematically complete the entire process from formal modeling of the station structure and quantitative generation of operation plans to automated and accurate verification and fault location. This method is particularly adept at discovering time coordination conflicts (such as insufficient turnout switching time) that are difficult to detect using traditional methods, and outputs verification results and correction basis in an intuitive and quantitative manner, significantly improving the safety, efficiency, and intelligence level of railway station operation plan pre-verification.

[0075] Example 2 This embodiment provides a computer-readable storage medium for implementing the verification method as described in Embodiment 1.

[0076] The computer-readable storage medium may be, but is not limited to, USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, optical disks, server storage space, and other media capable of storing program code.

[0077] One or more computer programs are stored on the storage medium, the computer programs containing computer instructions. When the computer instructions are executed by a processor, they enable a computer or a device with processing capabilities to fully perform all the steps of the feasibility verification method for railway station signal control based on time-delay Petri nets described in Embodiment 1, that is, to implement the method of any one of claims 1 to 8.

[0078] Specifically, when loaded and executed, the program guides the computer system to: receive or read input data such as target railway station maps and train timetables; automatically execute station simplification processes (e.g., steps S1 / S11-S13) to generate simplified station maps; based on the simplified maps, call or integrate route arrangement and decision modules, automatically execute model building algorithms (e.g., steps S2 / S21-S23) to generate corresponding time-delay Petri net models; execute operation plan generation algorithms (e.g., steps S3 / S31-S33) to calculate and generate quantified train operation plans within stations; and execute feasibility verification core algorithms (e.g., steps S4 / S41-S44) to assign planned time parameters to the model, call simulation engines (e.g., TINA software interface) for analysis, generate verification vectors, and determine feasibility.

[0079] Optionally, when the plan is not feasible, conflict localization (such as the localization part of step S44) and cause analysis are performed, and corrective suggestions can be provided (such as step S45). Through the storage medium of this embodiment, the complex and professional verification method in embodiment 1 can be transformed into a reproducible and distributable software product. Users only need to run the program in this medium on a compatible device to obtain professional-grade automated verification capabilities for station operation plans, which greatly reduces the threshold for use and the cost of technology deployment.

[0080] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A feasibility verification method for railway station signal control based on time-delay Petri nets, characterized in that, Includes the following steps: S1. Simplify the target railway station map, extract track sections and turnout elements, and define the route and the sequence of track sections it passes through to obtain the simplified station map; S2. Based on the simplified station map, a time-delay Petri net model of the target railway station is constructed by combining a preset arrangement path module and a decision module. S3. Based on the simplified station map and train operation map, calculate the time taken for the train to pass through each track section, arrange them in chronological order, and generate a train operation plan within the station. S4. Assign the time parameters in the train station operation plan to the corresponding transitions in the time-delay Petri net model, and perform simulation analysis to obtain verification results. The verification results are used to indicate at least the feasibility of the train station operation plan.

2. The feasibility verification method for railway station signal control based on time-delay Petri nets according to claim 1, characterized in that, In step S1, the simplification process for the target railway station includes: S11. Remove the signal, leaving only the track section and turnouts; S12. Combine the turnout and its associated track circuit into a turnout section, and classify all track sections into turnout-free sections, turnout sections or tracks, wherein the turnout section is a combination of turnout and track circuit; S13. Each of the track sections is independently numbered, and the direction of each route and the sequence of track section numbers it passes through are defined.

3. The feasibility verification method for railway station signal control based on time-delay Petri nets according to claim 1, characterized in that, Step S2 specifically includes: S21. Draw the basic Petri net model of the route arrangement module used to control the route locking logic and the decision module used to determine the occupancy status of the track section. S22. Based on the number of routes and track section distribution in the simplified station diagram, select and combine the corresponding basic modules for each route. S23. Merge places, transitions or arcs with the same physical meaning in different basic modules to eliminate redundancy and form the time-delay Petri net model.

4. The feasibility verification method for railway station signal control based on time-delay Petri nets according to claim 1, characterized in that, Step S3 specifically includes: S31. Calculate the total number, length, and number of track sections from the simplified station map; S32. Calculate the time it takes for the train to pass through each track section using the formula t=L / v, where L is the length of the track section and v is the train speed. S33. Based on the order of track sections of each route, arrange the time consumption of each section in chronological order, and combine the train arrival time to deduce the clearing time of each track section and the train departure time, thus forming the train operation plan within the station.

5. The feasibility verification method for railway station signal control based on time-delay Petri nets according to claim 1, characterized in that, Step S4 specifically includes: S41. Assign the time consumption of each track section calculated in the train station operation plan to the transition in the time-delay Petri net model that represents the train's movement through the corresponding section. S42. Simulate the time-delay Petri net model after assignment and generate its reachability graph; S43. Traverse all identifiers in the reachability graph, count the occupancy status of each storage location, and generate an n-dimensional vector X, where n is the total number of storage locations in the model; S44. Determine the feasibility of the train station operation plan based on the n-dimensional vector X, wherein the plan is deemed feasible if and only if all elements in vector X are 0; if there are non-zero elements in vector X, the plan is deemed infeasible.

6. The feasibility verification method for railway station signal control based on time-delay Petri nets according to claim 5, characterized in that, In the n-dimensional vector X, the value of the i-th element is defined as: If the track segment corresponding to the i-th library has a conflict during the planned execution, the value is 1; If the track section is operating normally, the value is 0.

7. The feasibility verification method for railway station signal control based on time-delay Petri nets according to claim 6, characterized in that, When it is determined that the train operation plan within the station is not feasible, the method further includes: locating the track section where the conflict occurs and the corresponding conflict time point based on the non-zero elements in the n-dimensional vector X.

8. The feasibility verification method for railway station signal control based on time-delay Petri nets according to claim 7, characterized in that, After locating the conflict, the method further includes: Analyze the causes of the conflict and revise the train operation plan within the station. The revision includes adjusting at least one of the train arrival time, departure time, or route selection.

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

10. A computer device, characterized in that, The computer device includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the method as claimed in any one of claims 1 to 8.

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