Optimized scheduling method, device and medium for single-line heavy haul railway virtual marshalling train control system

Abstract

The present application relates to a kind of optimization scheduling method, equipment and medium for single-line heavy haul railway virtual marshalling train control system, the method includes: step S1, virtual marshalling is carried out to heavy haul train and determines virtual marshalling operation mode;Step S2, the optimal marshalling quantity is selected based on line working condition, and the matching of let mode is carried out;Step S3, according to the optimal marshalling quantity determined in step S2, specific empty car return let strategy is formulated, and the physical track resource of each station of single-line railway is combined, and classification control is implemented;Step S4, in the automatic timing of virtual marshalling uncoupling in blocked boundary section. Compared with prior art, the present application has the advantages of greatly improving line transport capacity, significantly shortening locomotive turnaround time, reducing driver labor intensity and train start-stop energy consumption.

Description

Technical Field

[0001] This invention relates to the field of rail transit, and in particular to an optimized scheduling method, equipment, and medium for a virtual train control system for single-track heavy-haul railways. Background Technology

[0002] Currently, my country's single-track heavy-haul freight railways generally adopt the block system between stations, which allows only one train to occupy a section at a time. When trains pass each other in both directions, they need to stop and give way within the station. Empty trains traveling in the direction of travel have to wait at each station to give way, resulting in a large amount of additional time spent on starting and stopping. This leads to low line capacity and locomotive turnaround efficiency, making it difficult to break through the bottleneck of transport capacity. The traditional capacity expansion and renovation methods in the railway industry mainly rely on building new double tracks and expanding station tracks. These methods have inherent shortcomings such as large civil engineering investment, difficulty in land acquisition and coordination, and high losses due to downtime during construction. To solve these problems, the industry has developed virtual train formation control technology, which has enabled trains to run across existing lines to virtual train formation lines. However, in the actual transport organization of single-track railways, simply implementing a virtual train formation control system is not enough to maximize the transport efficiency of the system.

[0003] A search revealed that Chinese Patent Publication No. CN115535037A discloses an interconnection method and system for a virtual train marshalling control system for heavy-haul railways. The method includes: determining a switching zone between the existing line and the virtual marshalling line for ground equipment switching; when the train enters the switching zone, switching control of the ground equipment; after the ground equipment control is switched, the ground equipment of the virtual marshalling line sends a marshalling command to the train's onboard equipment, and the onboard equipment virtually marshals the train corresponding to the onboard equipment with the preceding train in the marshalling group according to the marshalling command. This existing patent does not solve the bottleneck problem of line transport capacity in existing single-track heavy-haul railways caused by station track constraints, incompatibility of mixed block systems, and frequent waiting for empty trains to pass.

[0004] Therefore, there is an urgent need for an optimization scheduling technology that combines the conditions of a single-track railway station to directly determine the optimal number of train formations in order to maximize the line's throughput capacity. Summary of the Invention

[0005] The purpose of this invention is to overcome the defects of the existing technology and provide an optimized scheduling method, equipment and medium for a virtual train control system for single-track heavy-haul railways. On a single-track freight railway without increasing infrastructure or adding new tracks, based on the limited number of tracks in existing stations, the virtual train number and empty train passing mode are dynamically matched, thereby maximizing the potential of the line transportation under the limited station conditions.

[0006] The objective of this invention can be achieved through the following technical solutions: According to a first aspect of the present invention, an optimized scheduling method for a virtual marshalling train control system for single-track heavy-haul railways is provided, the method comprising: Step S1: Perform virtual formation of heavy-haul trains and determine the virtual formation operation mode; Step S2: Select the optimal number of train sets based on the line operating conditions and match the yielding mode. Step S3: Based on the optimal train formation quantity determined in Step S2, formulate specific empty car return passing strategies and implement classified management in conjunction with the physical track resources of each station on the single-track railway. Step S4: Perform virtual grouping and automatic timing degrouping in the block boundary section.

[0007] As a preferred technical solution, step S1 specifically includes: Step S101: At the starting station where virtual formation conditions are met, two or more heavy-haul trains are virtually formed into a virtual train group. In step S102, the virtual train group departs from the station as a whole and adopts the close tracking operation mode of the virtual train control system to ensure that the loaded trains in the train group pass through the main line in the operating section and all intermediate stations.

[0008] As a preferred technical solution, step S2 specifically includes: Step S201: Based on the conditions of the entire line and stations, simulate scheduling schemes with different train formations of 2 to 6 trains using a simulation model, and compare the section throughput capacity and locomotive turnaround time of each scheme one by one. Step S202: During the execution of step S201, dynamic matching of yielding patterns is performed.

[0009] As a preferred technical solution, step S202 specifically includes: Obtain the track information for all stations along a single-track line and determine the minimum number of tracks G for the entire line. min According to G min The value determines the yielding mode for empty trains returning to their origin.

[0010] As a preferred technical solution, the method according to G min The value determines the yielding mode for uphill empty vehicle return trips, specifically: If G min If the value is ≥3, then full-spectrum matching is allowed in groups of 2 to 6 columns, and the corresponding preset yielding rules are invoked; If G min =2, meaning there are 2 stations on the entire line. Empty trains are forced to follow a distributed yielding strategy, and the upper limit of the number of train formations is limited based on this strategy.

[0011] As a preferred technical solution, step S3 specifically includes: For passing loops with 3 or more tracks: an independent siding is automatically assigned as a dedicated passing loop for empty cars, and entry and exit routes are opened simultaneously. Upbound empty cars adopt a moving block tracking operation mode, stopping at the designated siding at the station, waiting for the downbound virtual train group to pass, and then continuing as planned. For two-track passing loops: only the main line is open for downbound virtual-formation loaded trains to pass at full speed, and upbound empty trains are prohibited from entering the side track of such stations to stop for a long time to wait for passage.

[0012] As a preferred technical solution, step S4 specifically includes: The system locates the position of the virtual train formation in real time. When the virtual train formation arrives at the departure boundary signal of the station preceding the terminal station, the train control system issues a unified de-forming command.

[0013] As a preferred technical solution, the method also includes a security degradation control process in the event of a group communication failure, specifically including: The dispatching system and onboard equipment monitor the status of the train-to-train communication links within the train formation in real time. Once the communication of any train formation is interrupted or the signal is lost, the system immediately issues a global de-formation command, and all trains are de-formed from the virtual formation. Downward trains switch to the traditional single-station block operation mode, and upward empty trains simultaneously cancel the specific station passing strategy and restore the original station-to-station stopping and passing logic. After the downgrade, the original single-track safe driving rules are restored.

[0014] According to a second aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

[0015] According to a third aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.

[0016] Compared with the prior art, the present invention has the following advantages: (1) The present invention significantly improves the line transport capacity: The present invention adopts the “systematic transport organization scheme of full speed passage of heavy cars and classified passing of empty cars”, which effectively breaks through the bottleneck of throughput capacity caused by traditional station blockage on single-track heavy-haul railways without increasing the existing line infrastructure investment or the number of station tracks. The throughput capacity of the section is increased from the original 31.5 pairs to a maximum of 54.5 pairs, an increase of 73%; (2) This invention significantly reduces locomotive turnaround time: it greatly reduces the number of times trains stop and pass at passing stations, effectively reducing locomotive turnaround time; simulation data shows that the average locomotive turnaround time is reduced from the traditional 281 minutes to about 82 minutes (4-car train scheme), a reduction of about 70.7%; (3) This invention reduces the labor intensity of drivers and the energy consumption of train start-stop: the loaded train can reach the destination without stopping throughout the entire journey, and the number of stops in the empty train direction is greatly reduced, avoiding frequent train start-stop, reducing the energy consumption of train operation and the operating burden of drivers; (4) The differentiated track management strategy of the present invention effectively avoids the risk of obstruction caused by the scarcity of track resources in small 2-track intermediate stations, and significantly improves the fault tolerance and emergency dispatch flexibility of the system when facing complex station conditions. (5) This invention not only provides a clear capacity expansion solution for single-track heavy-haul railways, but also provides a highly standardized and robust technical support for the implementation and promotion of virtual train control systems in actual engineering projects. It has great potential for promotion and practical value. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the typical station and track layout of a heavy-haul railway. Figure 2 This is the block system operation diagram for existing single-track railway stations; Figure 3 This invention provides a train operation diagram for virtual formation of two loaded trains and sectionalization of empty trains. Figure 4 This invention provides a train operation diagram for the virtual formation of three loaded trains and the sectionalization of empty trains. Figure 5 This invention provides a train operation diagram for the virtual formation of 4 loaded trains and the sectionalization of empty trains. Figure 6 This invention provides a train operation diagram for the virtual formation of 5 loaded trains and the sectionalization of empty trains. Figure 7 This invention provides a train operation diagram for the virtual formation of 6 loaded cars and the sectionalization of empty cars. Figure 8 This is a flowchart of the method of the present invention. Detailed Implementation

[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0019] Example 1 This invention relates to an optimized scheduling method for a virtual train formation control system on single-track heavy-haul railways, belonging to the field of railway scheduling technology. This method is applicable to single-track automatic inter-station block systems for heavy-haul freight lines, especially in limited-track station conditions where all stations have only 2 to 4 tracks. Its core scheduling strategy is as follows: In the downhill direction, loaded trains are virtually formed and closely tracked, with 2 to 6 trains dynamically selected for formation based on the number of tracks at passing stations; in the uphill direction, empty trains are returned using inter-station block or moving block systems and pass with downhill trains. Similarly, when the directions of travel are reversed, the above scheduling and passing strategies also apply.

[0020] This invention relies on the "switching zone" and "ground equipment control handover" technologies defined in the authorized patent CN115535037A. Trains connect to a virtual marshalling track, and the resource management system of the virtual marshalling track sends marshalling plans and commands to the trains. Onboard equipment determines that the trains meet the marshalling conditions, and virtual marshalling in the loaded direction is completed at the originating station. Subsequently, through the passing and dispatching strategy proposed in this invention, the loaded train convoy passes through without stopping. The centralized dispatching system (CTC) compiles plans based on the line timetable and dynamically dispatches trains in the empty direction, performing passing operations at passing stations that meet the conditions.

[0021] like Figure 1 As shown, the specific technical solution of the present invention includes the following steps: Step S1: Establish the virtual train formation operation mode for the loaded train direction: At the starting station where virtual formation conditions are met, two or more loaded trains are virtually formed into a virtual train group. This train group departs from the station as a whole, employing a close-tracking operation mode of the virtual train formation control system to ensure that the loaded trains maintain their position on the main line throughout the operating section and at all intermediate stations, without entering sidings to stop or wait for other trains. This operation mode maximizes the throughput efficiency of the loaded trains going downhill, completely eliminating the huge energy consumption caused by frequent starts and stops of loaded trains, and allowing them to directly reach the terminal station or unloading station where decoupling conditions are met.

[0022] Step S2, Dynamic train formation quantity optimization and yielding mode matching based on line conditions: Combining the conditions of the entire line's stations, a simulation model is used to simulate transport organization schemes with different train formation quantities from 2 to 6 trains, and the section throughput capacity (pairs / day) and locomotive turnaround time (minutes) of each scheme are compared one by one. In the specific optimization process, the system will execute the following dynamic matching logic: First, obtain the track information for all stations along the single-track line to determine the minimum number of tracks G for the entire line. min According to G min The value determines the yielding mode for empty vehicles returning to their destination on the uphill route: If G min If the value is ≥3, then full-spectrum matching is allowed in groups of 2 to 6 columns, and the corresponding preset yielding rules are invoked; If G min = 2, meaning there are 2 stations on the entire line. In order to ensure passing safety, the system will force empty trains to perform a distributed passing strategy and limit the upper limit of the number of train formations based on this strategy.

[0023] Based on typical operating conditions of a specific single-track railway, such as Figure 1 Full-parameter simulation verification showed that the combined throughput capacity of 4-train virtual trainsets was the highest, reaching 54.5 pairs / day. Therefore, when there are no extreme or special capacity requirements for the line, 4-train formation is the optimal transportation organization scheme for this single line, i.e., the optimal number of trainsets N=4.

[0024] Step S3, Differentiated Empty Car Passing Strategy and Resource Management Based on Station Track Quantity: When executing the train dispatching described in S2, the system further formulates specific empty car return passing strategies based on the number of trains virtually grouped in the loaded direction, i.e., the optimal grouping quantity N determined in S2, and implements classified management in conjunction with the physical track resources of each station on the single-track railway. The specific implementation method is as follows: For passing loops with three or more tracks: The system automatically assigns a dedicated siding as a passing loop for empty cars and simultaneously opens entry and exit routes. Upbound empty cars operate in a moving block tracking mode, stopping at a specific station on the siding and waiting for the downbound virtual train group to pass before continuing as planned. For small passing loops on two tracks: a "restricted occupancy" strategy is implemented. This means that only the main line is open for full-speed passage of virtual-formation loaded trains traveling downhill, and empty trains traveling uphill are prohibited from entering the sidings of such stations for extended periods to wait for passing. This differentiated control forces empty trains traveling uphill to relocate their waiting points to passing loops on larger tracks. By utilizing the pre-set "dispersed passing" rule in S2, track occupancy resources are concentrated at stations on larger tracks, effectively mitigating the risk of congestion caused by limited track resources at small two-track stations.

[0025] Step S4, Virtual train formation automatic timing de-forming control in the block boundary section: The system locates the position of the train formation in real time. When the virtual train formation arrives at the departure boundary signal of the station before the terminal station (station 6), the train control system issues a unified de-forming control command; the train formation is decoupled from the logical formation relationship, and the loaded cars are de-formed into independent single cars; the de-formed trains operate independently according to the semi-automatic block system between station 6 and the terminal station.

[0026] Optionally, the method of the present invention also includes step S5, safety degradation control for train communication failure: the dispatching system and on-board equipment monitor the status of the train-to-train communication links within the train formation in real time; once the communication of any train formation is interrupted or the signal is lost, the system immediately issues a global de-formation command, and all trains are de-formed; the downline trains switch to the traditional single-station block operation mode; the upline empty trains simultaneously cancel the specific station passing strategy and restore the original station-to-station stopping and passing logic; after degradation, the original single-track safe driving rules are restored, completely avoiding the risk of multi-train tracking conflicts.

[0027] In summary, through analysis of the operational capabilities of various train formation schemes, the number of tracks at stations has a significant impact on operational capabilities, especially in single-track railway scenarios. For example... Figure 2 As shown in the table. Therefore, the optimal number of trains in the formation is selected based on the actual operating conditions of the line to maximize transport capacity. Table 1 describes the comparison of the overall operating indicators of different virtual formation sizes. The line with the highest throughput capacity is the 4-train virtual formation. The 4-train formation is the optimal technical solution for single-track railways with passing loops configured for 2-4 tracks to achieve the optimal transport capacity target.

[0028] Table 1 Example 2, 2-column virtual grouping will allow the mode In this embodiment, two heavy-haul trains are virtually combined at the originating station to form a virtual heavy-haul train group. This virtual heavy-haul train group departs from the originating station, passes through the section without stopping, and directly reaches the terminal station. Figure 3 As shown. Empty trains are returned using a single empty train with a block system between stations. The passing strategy is as follows: empty train 1 and empty train 2 each stop and pass at two adjacent stations. Specifically, empty train 1 yields to a virtual train formation with loaded cars at passing station 5; empty train 2 yields to the virtual train formation with loaded cars at passing station 6. Subsequently, after running two stations, empty train 1 yields to the next virtual train formation with loaded cars at passing station 3, and empty train 2 yields to the next virtual train formation with loaded cars at passing station 4 after running two stations. Using this passing scheme, the section's throughput capacity can be increased from the original 31.5 pairs to 42 pairs; the average travel speed increases to 42.35 km / h; and the locomotive turnaround time is shortened to 124 minutes.

[0029] Example 3, 3-column virtual grouping will allow the mode In this embodiment, three heavy-haul trains are virtually grouped together at the originating station. The loaded trains proceed without stopping directly to the destination station. For example... Figure 4 As shown. Based on the previous simulation plan, the empty train return pass strategy is appropriately adjusted, still using the block system between stations, stopping every 3 stations to pass loaded trains. Using this scheme, the section throughput capacity can be increased to 43 pairs; locomotive turnaround time is shortened to 91 minutes; and the average travel speed is 40.05 km / h.

[0030] Example 4: 4-column virtual grouping yielding mode (preferred embodiment) In this embodiment, four heavy-haul trains are virtually grouped at the originating station and travel directly to the destination station after departure. For example... Figure 5 As shown. The return journey in the empty direction uses moving block tracking and passes loaded trains at every 3 stations. Simulation results show that in this mode, the interval between every 4 pairs of trains is 92 minutes, maximizing the throughput to 54.5 pairs, a 73% increase compared to the existing system; the average locomotive turnaround time can be reduced to 82.25 minutes, a reduction of approximately 70.7%; and the average travel time speed is approximately 36.68 km / h. Considering the actual track conditions of stations such as Station 4 (4 tracks) and Station 6 (3 tracks), the 4-train formation mode can fully match the passing capacity of these stations, exhibiting the best operational cost-effectiveness and reliability in practical single-track railway engineering applications, making it the preferred solution of this invention.

[0031] Example 5: Grouping of 5 or more columns introduces patterns and limitations. When the number of train sets increases to 5 or 6, the limitations imposed by the number of tracks at stations on the train configuration become significant. For example... Figure 6 As shown. With a 5-train formation, even using moving block tracking when empty, the conditions become more stringent, and the throughput capacity drops to 50.5 pairs. For example... Figure 7 As shown. In the case of 6 train formations: if empty trains on the up line depart simultaneously and continuously (Scheme 1), the throughput capacity will drop sharply to 28 pairs due to the line resources being fully occupied; if the empty trains on the up line adopt the segmented passing mode (Scheme 2), the throughput capacity can be maintained at 47 pairs, but the complexity of train operation and scheduling difficulty will increase significantly.

[0032] Example 6 This invention also provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0033] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0034] The processing unit executes the various methods and processes described above, such as methods S1 to S5. For example, in some embodiments, methods S1 to S5 may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of methods S1 to S5 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute methods S1 to S5 by any other suitable means (e.g., by means of firmware).

[0035] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0036] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0037] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0038] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. An optimized scheduling method for a virtual marshalling train control system on a single-track heavy-haul railway, characterized in that, The method includes: Step S1: Perform virtual formation of heavy-haul trains and determine the virtual formation operation mode; Step S2: Select the optimal number of train sets based on the line operating conditions and match the yielding mode. Step S3: Based on the optimal train formation quantity determined in Step S2, formulate specific empty car return passing strategies and implement classified management in conjunction with the physical track resources of each station on the single-track railway. Step S4: Perform virtual grouping and automatic timing degrouping in the block boundary section.

2. The optimized scheduling method for a virtual marshalling train control system for single-track heavy-haul railways according to claim 1, characterized in that, Step S1 specifically includes: Step S101: At the starting station where virtual formation conditions are met, two or more heavy-haul trains are virtually formed into a virtual train group. In step S102, the virtual train group departs from the station as a whole and adopts the close tracking operation mode of the virtual train control system to ensure that the loaded trains in the train group pass through the main line in the operating section and all intermediate stations.

3. The optimized scheduling method for a virtual marshalling train control system for single-track heavy-haul railways according to claim 1, characterized in that, Step S2 specifically includes: Step S201: Based on the conditions of the entire line and stations, simulate scheduling schemes with different train formations of 2 to 6 trains using a simulation model, and compare the section throughput capacity and locomotive turnaround time of each scheme one by one. Step S202: During the execution of step S201, dynamic matching of yielding patterns is performed.

4. The optimized scheduling method for a virtual marshalling train control system for single-track heavy-haul railways according to claim 3, characterized in that, Step S202 specifically involves: Obtain the track information for all stations along a single-track line and determine the minimum number of tracks G for the entire line. min According to G min The value determines the yielding mode for empty trains returning to their origin.

5. The optimized scheduling method for a virtual marshalling train control system for single-track heavy-haul railways according to claim 4, characterized in that, According to G min The value determines the yielding mode for uphill empty vehicle return trips, specifically: If G min If the value is ≥3, then full-spectrum matching is allowed in groups of 2 to 6 columns, and the corresponding preset yielding rules are invoked; If G min =2, meaning there are 2 stations on the entire line. Empty trains are forced to follow a distributed yielding strategy, and the upper limit of the number of train formations is limited based on this strategy.

6. The optimized scheduling method for a virtual marshalling train control system for single-track heavy-haul railways according to claim 1, characterized in that, Step S3 specifically includes: For passing loops with 3 or more tracks: an independent siding is automatically assigned as a dedicated passing loop for empty cars, and entry and exit routes are opened simultaneously. Upbound empty cars adopt a moving block tracking operation mode, stopping at the designated siding at the station, waiting for the downbound virtual train group to pass, and then continuing as planned. For two-track passing loops: only the main line is open for downbound virtual-formation loaded trains to pass at full speed, and upbound empty trains are prohibited from entering the side track of such stations to stop for a long time to wait for passage.

7. The optimized scheduling method for a virtual marshalling train control system for single-track heavy-haul railways according to claim 1, characterized in that, Step S4 specifically includes: The system locates the position of the virtual train formation in real time. When the virtual train formation arrives at the departure boundary signal of the station preceding the terminal station, the train control system issues a unified de-forming command.

8. The optimized scheduling method for a virtual marshalling train control system for single-track heavy-haul railways according to claim 1, characterized in that, The method also includes a security degradation control process in the event of a group communication failure, specifically including: The dispatching system and onboard equipment monitor the status of the train-to-train communication links within the train formation in real time. Once the communication of any train formation is interrupted or the signal is lost, the system immediately issues a global de-formation command, and all trains are de-formed from the virtual formation. Downward trains switch to the traditional single-station block operation mode, and upward empty trains simultaneously cancel the specific station passing strategy and restore the original station-to-station stopping and passing logic. After the downgrade, the original single-track safe driving rules are restored.

9. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 8.

10. 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 method as described in any one of claims 1 to 8.

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