CN115009325B

CN115009325B - Control method and system for group train entering and exiting middle branch channel

Info

Publication number: CN115009325B
Application number: CN202210637796.6A
Authority: CN
Inventors: 姚文华; 于晓泉; 魏峰; 王春华; 陈立华; 常金波; 张文汇; 刘鸿飞; 崔莉; 蔡菁华; 曲博
Original assignee: CRSC Research and Design Institute Group Co Ltd
Current assignee: CRSC Research and Design Institute Group Co Ltd
Priority date: 2022-06-06
Filing date: 2022-06-06
Publication date: 2023-06-30
Anticipated expiration: 2042-06-06
Also published as: CN115009325A

Abstract

The invention is suitable for the field of rail transit, and provides a control method and a system for a group train to enter and exit a middle branch stock way, wherein the method comprises the following steps: according to the operation plan, processing a route sequence for the group train; according to the operation plan, the track sections related to the locking operation plan form a short-circuit sequence; judging that the locked short route sequence is consistent with the running plan of the group train and judging that the locked short route sequence is idle; controlling an access signal machine which runs through a planned route to be opened; and sending a mobile authorization to the group train, and controlling the group train to enter a short-route sequence. Multiple trains can be simultaneously sent to the departure line; the method has the advantages that the method can be used for repeatedly using multiple trains by handling one route, reduces the influence of route unlocking and handling time on operation efficiency, and improves transportation efficiency; the invention does not involve outdoor construction, thereby reducing engineering investment cost and full life cycle cost.

Description

Control method and system for group train entering and exiting middle branch channel

Technical Field

The invention belongs to the field of rail transit, and particularly relates to a method and a system for controlling a group train to enter and exit a middle branch channel.

Background

The middle outgoing track is a track with bifurcation nodes, such as a track with a crossover switch, which is a switch for connecting two parallel rails so that a train running on a certain route can change track to another route.

When a train runs on the middle branch track, whether the train changes track on the branch node or not needs to be controlled, and the control logic of the existing train entering and exiting the middle branch track is as follows:

firstly, the route selection of the departure route is processed according to the conventional process, and the manual unlocking time of the departure route annunciator for protecting the waist fork is preferably set to be 3 minutes;

then unlocking the lumbar bifurcation approach, as shown in figure 1:

1) XIL to IG2 approach: the train completely enters IG2, and the route where the lumbar bifurcation is located is normally unlocked; if the train occupies 39DG and does not enter IG2, the lumbar bifurcation approach cannot be unlocked in any way; when the train occupies 39DG and IG2, the lumbar support fork approach cannot be unlocked (including delayed unlocking). If the corresponding track is to be unlocked, the waist fork unlocking button of the corresponding track is pressed, and the train receiving route of the IG1 is unlocked, and at the moment, the route where the waist fork is located is delayed for 3 minutes to unlock.

2) X3L to IG2 approach: the train completely enters IG2, and the route where the lumbar bifurcation is located is normally unlocked; if the train does not enter the IG2, the lumbar bifurcation route cannot be unlocked in any way; when the trains occupy 37DG, 39DG and IG2, the lumbar support fork approach cannot be unlocked (including delayed unlocking). If the unlocking is needed, the unlocking button of the lumbar fork at the last section is pressed, and the vehicle receiving route of the 3G1 is unlocked, and at the moment, the route where the lumbar fork is located is delayed for 3 minutes to unlock.

The control method for the in-out middle branch track of the train is aimed at controlling one train, and when a plurality of trains have the same advancing track, the trains are separately controlled, and in-out of each train needs to be handled, so that the operation efficiency is affected.

Disclosure of Invention

In order to solve the problems, on one hand, the invention discloses a control method for a group train to enter and exit a middle branch road, which comprises the following steps:

according to the operation plan, processing a route sequence for the group train;

according to the operation plan, the track sections related to the locking operation plan form a short-circuit sequence;

judging that the locked short route sequence is consistent with the running plan of the group train and judging that the locked short route sequence is idle;

controlling an access signal machine which runs through a planned route to be opened;

and sending a mobile authorization to the group train, and controlling the group train to enter a short-route sequence.

Further, the sending mobile authorization to the group train specifically includes:

transmitting a movement authorization to a head train in the group train; the mobile authorization at least comprises a head car mobile line, and the mobile line comprises a parking point of the head car mobile;

transmitting line data to follower vehicles in the group train; the line data at least comprises a parking point where the following vehicle moves; and according to the position of the following vehicle relative to the head vehicle in the group train, the signal machine corresponding to the following vehicle position is positioned forwards from the stop point of the head vehicle movement to be set as the stop point of the following vehicle movement.

Further, when the group train is picked up onto the same track, the mobile authorization is sent to the group train, which specifically includes:

transmitting a movement authorization to an outbound annunciator to a head train in the group train;

and sending the line data to the tail car in the group train to the route annunciator.

Further, the control group train entering short-circuit sequence specifically includes:

when the first vehicle straddles the inbound signal machine, the inbound signal machine is kept open;

when the tail car spans the entering signal machine, the track section protected by the entering signal machine is occupied, and the entering signal machine is controlled to be closed;

when the first vehicle spans the virtual signal machine, the virtual signal machine is maintained to be open;

when the tail car spans the virtual signal machine, the track section protected by the virtual signal machine is occupied, and the virtual signal machine is controlled to be closed;

at the moment, the track section between the inbound signal machine and the virtual signal machine is cleared, and the track section between the two signal machines is unlocked;

when the head vehicle spans the pressure access annunciator, the access annunciator is kept open;

when the tail car runs to the front of the route signal machine, controlling the tail car to stop in front of the route signal machine;

the head car is controlled to stop before the outbound annunciator after the head car continues to run before the outbound annunciator;

keeping the track section between the head car and the tail car locked.

Further, after the maintaining the track section lock between the head car and the tail car, the method further comprises:

and if the locked track section needs to be unlocked, issuing an unlocking instruction after judging that the group train is stopped stably.

Further, when the group train is launched from the intermediate station, the control group train entering the short-route sequence further specifically includes:

the track section between the head car and the tail car remains locked;

when the head car straddles the outbound annunciator, the outbound annunciator is kept open, and meanwhile, the tail car straddles the entrance annunciator, a track section protected by the entrance annunciator is occupied, and the entrance annunciator is controlled to be closed;

when the tail car spans the outbound annunciator, the track section protected by the outbound annunciator is occupied, and the outbound annunciator is controlled to be closed;

at the moment, the waist fork track section is cleared, and the section is unlocked;

at the moment, the track section between the entrance annunciator and the exit annunciator is clear, and the track section between the two annunciators is unlocked;

when the first vehicle spans the pressure reverse inbound signal machine, the reverse inbound signal machine is maintained to be open;

when the tail car spans the pressure reverse inbound signal machine, the track section protected by the reverse inbound signal machine is occupied, and the virtual signal machine is controlled to be closed;

at the moment, the track section between the outbound annunciator and the virtual annunciator is cleared, and the track section between the two annunciators is unlocked;

when the track section between the virtual signal machine and the reverse inbound signal machine is clear, the track section between the two signal machines is unlocked.

Further, before the step of handling the route sequence for the group train when the group train is launched from the initial station, the method further comprises grouping the group train, and specifically comprises the steps of:

a plurality of trains to be grouped are parked on the same track, a movement authorization is sent to a reverse inbound signal machine to control the first train to run, and a cross outbound signal machine is started;

after the first train exits the track section between the exit-entrance annunciator and the exit annunciator, sending a movement grant to the protection annunciator of the parked track section of the previous train to the rest following vehicles in the plurality of trains to be grouped;

judging that the track sections between two adjacent trains are clear, locking the track sections between the first train and the last train in the trains to be grouped, and extending the movement authorization of the rest following trains in the plurality of trains to be grouped to the tail of the previous train;

and issuing a grouping instruction to a plurality of trains to be grouped, sequentially grouping the plurality of trains according to the front-to-back sequence on the track, and transmitting the identity information of the previous train to the next train to complete the grouping.

Further, two ends of the middle branch road are provided with a route signal machine.

when the group train head train spans the pressure annunciator, the annunciator signal is maintained to be open, and the track section where the head train enters is locked;

when the group train tail car spans the annunciators, and the track section corresponding to the span annunciators is occupied, the span annunciators are controlled to be closed.

Further, after the tail cars in the group trains pass through the track sections, the track sections are cleared, and the cleared track sections are unlocked section by section at the moment.

In another aspect, the invention further discloses a control system for group train entering and exiting the middle branch way, the system comprises:

CTC for handling route sequences for group trains according to the operation plan;

the CBI is used for locking the track sections related to the operation plan to form a short-circuit sequence according to the operation plan;

the GCC is used for judging that the locked short route sequence is consistent with the running plan of the group train and judging that the locked short route sequence is idle;

the CBI is also used for controlling the opening of the route annunciator which is passed by the operation plan;

the GCC is also used for sending mobile authorization to the group train;

the CBI and the GCC are combined to control the group train to enter a short-circuit sequence.

Further, the GCC is further configured to send a mobile authorization to the group train, and specifically includes:

Further, the combination of the CBI and the GCC controls the group train to enter the short-route sequence specifically includes:

when the group train head train spans the pressure annunciator, the CBI maintains the annunciator signal open and locks the track section where the head train enters;

when the group train tail car straddles the pressure annunciator, and the track section corresponding to the straddling annunciator is occupied, after the CBI receives a closing signal instruction of the GCC, the CBI controls the straddling annunciator to be closed.

Further, after the tail cars in the group trains pass through the track sections, the track sections are cleared, and at the moment, the CBI performs section-by-section unlocking on the cleared track sections.

when the head car and the following car in the group train all travel to the head car moving parking point and the following car moving parking point corresponding to the following car, the GCC controls the group train to park, and the CBI keeps the track section between the head car and the tail car locked.

Further, after the CBI keeps the track section between the head car and the tail car locked, if the locked track section needs to be unlocked, the GCC issues an unlocking instruction to the CBI after judging that the group train is stopped stably.

Compared with the prior art, the invention has the following beneficial effects:

the control method for the group train to enter and exit the middle branch channel can simultaneously lead multiple trains to go to the departure line; the method has the advantages that the method can be used for repeatedly using multiple trains by handling one route, reduces the influence of route unlocking and handling time on operation efficiency, and improves transportation efficiency; the invention does not involve outdoor construction, thereby reducing engineering investment cost and full life cycle cost.

Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention may be realized and attained by the structure particularly pointed out in the written description and drawings.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 shows a schematic diagram of the structure of an intermediate branch road;

FIG. 2 is a schematic diagram of another intermediate branch road according to an embodiment of the present invention;

FIG. 3 is a schematic diagram showing the stock track status at the initial stage of receiving a vehicle according to an embodiment of the present invention;

FIG. 4 is a schematic diagram showing a rear stock track state of a tail car cross-pressure annunciator X in an embodiment of the present invention;

FIG. 5 is a schematic diagram showing a state of a stock track after a head car cross-pressure annunciator V4 in an embodiment of the present invention;

FIG. 6 is a schematic diagram showing a rear stock track status of a tail car cross-pressure annunciator V4 in an embodiment of the present invention;

FIG. 7 is a schematic diagram showing the state of the track after the IAG is cleared in an embodiment of the present invention;

FIG. 8 is a schematic diagram showing the status of a track when a group train is parked in an embodiment of the present invention;

FIG. 9 is a schematic diagram showing a stock track status at an initial stage of departure in an embodiment of the present invention;

FIG. 10 is a schematic diagram of a rear stock track condition of a tail car cross-pressure inlet traffic light XIIL in an embodiment of the invention;

FIG. 11 is a schematic diagram showing a rear track status of a tail car cross-pressure entry signal XIII in an embodiment of the invention;

FIG. 12 is a schematic diagram showing the state of the stock track after IIIG2 is cleared in an embodiment of the invention;

FIG. 13 is a schematic diagram showing the state of the initial station hair line in an embodiment of the present invention;

FIG. 14 is a schematic diagram showing a track status at the beginning of initial station departure in an embodiment of the invention;

FIG. 15 is a schematic diagram showing a stock track status after determining IIIG2 out of stock track in an embodiment of the present invention;

FIG. 16 is a schematic diagram showing a stock way state after completion of a train T01 tail screen in an embodiment of the invention;

fig. 17 is a schematic diagram showing a track status after the group grouping is completed in an embodiment of the present invention.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

Prior to describing the technical scheme of the present invention, technical terms commonly used in the art will be described in advance. The group train refers to a train group consisting of one or more physical trains, the ground equipment controls the train group according to a train, and each train in the train group is cooperatively controlled. The departure line refers to a line used for handling arrival and departure of a train in a station line. There are also abbreviations in the terminology, for example: ATP (Automatic Train Protection): automatic train protection equipment; CBI (Computer Based Interlocking): computer interlocking; CTC (Centralized Traffic Control): a dispatching centralized control center; GCC (Group Control Center): group control center, etc.

In fig. 1, for example 37DG, 39DG and IG2, 3G1 and 3G2 represent different track segments; x, S3, X3L, S1, XIL, S3L, SIL, X3, XI and SF represent signalers.

The invention aims to provide a special departure line with a turnout for a train in a group mode, so that the tracking interval is shortened and the transportation efficiency is improved.

The invention relates to a control method for a group train to enter and exit a middle branch channel, which comprises the following steps of:

In addition, when the group train is connected to the same track, the short route sequence is a train connection short route sequence; the short approach sequence of the train receiving is from an inbound signal machine X to an outbound signal machine XIII (shown in figure 3), wherein the inbound signal machines XIII and the outbound signal machines XIII at two ends of a middle fork of the approach.

When the group train is launched from the intermediate station, the short route sequence is an intermediate train launching short route sequence; the intermediate departure short-route sequence is from the entrance signal XIIIL to the reverse entrance signal SF or station boundary (as shown in fig. 9), wherein the entrance signal XIIIL and the exit signal XIII at two ends of the intermediate fork are routed.

When the group train is launched from the initial station, the short route sequence is an initial train launching short route sequence; the initial departure short-circuit sequence is from the outbound traffic signal XIII to the reverse inbound traffic signal SF or station boundary (as shown in FIG. 14), wherein one of the outbound traffic signals XIII at both ends of the middle fork of the approach.

The sending mobile authorization to the group train specifically includes:

transmitting line data to follower vehicles in the group train; the line data at least comprises a parking point where the following vehicle moves; and according to the position of the following vehicle relative to the head vehicle in the group train, the signal machine corresponding to the following vehicle position is positioned forwards from the stop point of the head vehicle movement to be set as the stop point of the following vehicle movement. As shown in fig. 1, if the train includes T01, T02, when the parking point of T01 is X3, since T02 is located at the second position in the group train, the parking point of T02 is pushed forward by one position based on the parking point of T01, and the location X3L is the parking point of T02.

1. When the group train is connected to the same track, the mobile authorization is sent to the group train, and the control of the group train to enter the short-route sequence specifically comprises the following steps:

keeping the track section between the head car and the tail car locked. And if the locked track section needs to be unlocked, issuing an unlocking instruction after judging that the group train is stopped stably.

2. When the group train is sent from the intermediate station, the control group train enters the short-route sequence specifically comprises:

the track section between the head car and the tail car remains locked;

3. When the group train is sent from the initial station, before the route sequence is processed for the group train, the method further comprises grouping the group train, and specifically comprises the following steps:

The two ends of the middle branch road related in the method are provided with the route annunciators.

In addition, when the group train passes through the annunciator in the method, the on-off control of the annunciator is summarized as follows:

After the tail cars in the group trains pass through the track sections, the track sections are cleared, and the cleared track sections are unlocked section by section at the moment.

Accordingly, a control system designed to perform the above method, when a group train is taken to a track, comprises:

the GCC is also used for sending mobile authorization to the group train;

The GCC is further configured to send a mobile authorization to the group train, and specifically includes:

When the group train passes through the annunciator, the on-off control of the annunciator is summarized as follows:

After the tail cars in the group trains pass through the track sections, the track sections are cleared, and at the moment, the CBI performs section-by-section unlocking on the cleared track sections.

After the CBI keeps the track section between the head car and the tail car locked, if the locked track section needs to be unlocked, the GCC judges that the group train is stopped stably and then issues an unlocking instruction to the CBI.

The method is suitable for the station shown in fig. 1 or fig. 2, the transition switches 37-39 (17-15) are arranged between the tracks IG and 3G (IIIG), and the departure entrance annunciators X3L (XIIL) and SIL are arranged at the two ends of the switches for protection.

In fig. 2, X3JG, IAG, 9DG, IIIG1, IIIG2, IG1, IG2, 17DG, 15DG, 10DG, IBG and 1LQ represent different track segments; x, V4, SIII, SI, XIIIL, XIL, SIIIL, SIL, XIII, XI, V and SF represent annunciators at different locations, where V4 and V8 are virtual annunciators.

The above-described methods and systems are illustrated below in connection with specific embodiments.

The stock way has a middle turnout similar to a single-display turnout, and when a group train arrives at a station and needs to handle a receiving operation and a departure operation, the time for handling the route and unlocking the route is changed.

1. The operation steps for receiving the group train to the same track are as follows:

as shown in fig. 3, the group train is Q001{ T01, T02}, and when the group train Q001{ T01, T02} approaches the station, CTC is the group train handling route sequence { route X-V4, route V4-XIIIL, route XIIIL-XIII }. The GCC judges that the short route sequence locked by the CBI is consistent with the operation plan of the head car T01 in the group train, and when the GCC judges that the route is locked and idle in the operation plan of the short route sequence, the CBI is informed of the condition that the short route sequence has a logic opening signal.

The CBI receives the "signal enable open" instruction sent by the GCC, and checks that the other signal open conditions are satisfied, and the CBI open group signal { inbound signaler X, virtual signaler V4, inbound signaler XIIIL }.

The GCC is MA (movement authorization) to the outbound annunciator XIII sent by the head car T01 in the group train, and is line data to the inbound annunciator XIIIL sent by the follower car T02 in the group train.

As shown in fig. 4, the head car T01 in the group train spans the inbound traffic signal X, which remains open. The tail car T02 in the group train (the follower car T02 is one in this embodiment, so the follower car T02 is also the tail car) spans the traffic signal X and the traffic signal protected zone IAG is occupied and the GCC sends a close signal command to the CBI. After the CBI receives the command of the GCC, the signaller X is turned off, and the GCC simultaneously sends an access (X-V4) allowing unlocking condition to the CBI.

As shown in fig. 5, the head car T01 in the group train spans the virtual signal V4, and the virtual signal V4 remains open.

As shown in fig. 6, the tail car T02 in the group train spans the traffic signal V4 and the traffic signal protected zone 9DG is occupied, the GCC sends a close signal command to the CBI. After the CBI receives the signal of the GCC, the annunciator V4 is turned off, and the GCC also sends an access (V4-XIIL) allowing unlocking condition to the CBI.

As shown in FIG. 7, the IAG is clear and the approach (X-V4) is unlocked.

As shown in fig. 8, train T01 is running to IIIG2 stop. Train T02 is running to IIIG1 stop. The access ways XIIIL to XIII remain locked.

If the group train needs to be unlocked, the GCC needs to issue an unlocking command to the CBI after judging that the group train is stopped stably.

2. The group train gets out from the stop station (intermediate station) on the same stock way as follows:

the precondition is that: as shown in fig. 8, the group train is connected to the same track, and the train is continuously launched in the group Q001{ T01, T02}, and the route of XIIIL-XIII is in the signal open state.

As shown in fig. 9, CTCs transact route sequences { route XIII-V8, route V8-SF }, based on group trains and schedules. The GCC judges that the short route sequence locked by the CBI is consistent with the operation plan of the head car in the group train, and when the GCC judges that the route is locked and idle in the operation plan of the short route sequence, the CBI is informed of the condition that the short route sequence has a logic opening signal. When the CBI receives a signal enable open instruction sent by the GCC, other signal open conditions are checked to be met, and the CBI opens a group signal { an outbound signaler XIII, a group signaler V8}. GCC is MA (movement authorization) to traffic signal SF sent by group head car T01. Group train Q001{ T01, T02} gets off.

As shown in fig. 10, the group train tail T02 spans the traffic signal XIIIL and the traffic signal protected section 17DG is occupied and the GCC sends a shutdown signal command to the CBI. After the CBI receives the signal of the GCC, the annunciator XIII is turned off, and the GCC also sends an access (XIIL-XIII) to the CBI to allow the unlocking condition.

As shown in fig. 11, the group train tail T02 spans the traffic signal XIII and the traffic signal is guarded, the zone 10DG is occupied, and the GCC sends a shutdown signal command to the CBI. After the CBI receives the signal of the GCC, the annunciator XIII is turned off, and the GCC also sends an access (XIII-V8) to the CBI to allow unlocking conditions.

17DG out clear, section unlock.

As shown in fig. 12, iiig2 is clear, and the access (XIIIL-XIII) is unlocked.

3. The group train gets out from the stop station (initial station) on the same stock way as follows:

the precondition is that: as shown in fig. 13, T02 is parked on IIIG1, T01 is parked on IIIG2, and the group train is Q001{ T01, T02}.

As shown in fig. 14, ctcs transact route sequences { route XIII-V8, route V8-SF }, according to the group plan and the operation plan. The GCC judges that the short route sequence locked by the CBI is consistent with the operation plan of the head train of the group train, and when the GCC judges that the route is locked and idle in the operation plan of the short route sequence, the CBI is informed of the condition that the CBI has the logic open signal of the short route sequence. When the CBI receives a signal enable open instruction sent by the GCC, other signal open conditions are checked to be met, and the CBI opens a group signal { an outbound signaler XIII, a group signaler V8}. GCC is MA (movement authorization) to traffic signal SF sent by group head car T01.

As shown in fig. 15, iiig2 clears, CTCs transact the route sequence { route XIIIL-XIII }, according to the group plan and the operation plan. The GCC judges that the short route sequence locked by the CBI is consistent with the operation plan of the head train of the group train, and when the GCC judges that the route is locked and idle in the operation plan of the short route sequence, the CBI is informed of the condition that the CBI has the logic open signal of the short route sequence. When the CBI receives a signal enable open instruction sent by the GCC, other signal open conditions are checked to be met, and the CBI opens a group signal { an approach signal machine XIIL }. GCC is MA (movement authorization) to traffic signal XIII sent by group train tail T02.

As shown in fig. 16, after the end screen of T01 is completed, the GCC extends MA (movement authority) of T02 to the T01 tail. At this point the GCC issues a command to T02 to group with T01. The ID of T01 is sent to T02. The train T01 is grouped with the train T02 according to the grouping command.

As shown in fig. 17, the group train Q001{ T01, T02} dynamic group organization is completed, and the operation is continued with the group train.

Although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for controlling group train entering and exiting a middle branch road, the method comprising:

transmitting a mobile authorization to the group train and controlling the group train to enter a short-circuit sequence;

the control group train entering short-circuit sequence specifically comprises the following steps:

keeping the track section between the head car and the tail car locked.

2. A method for controlling group train entering and exiting a middle branch road, the method comprising:

when the group train is sent from the intermediate station, the control group train enters the short-route sequence and further specifically comprises:

the track section between the head car and the tail car remains locked;

3. A method for controlling group train entering and exiting a middle branch road, the method comprising:

when the group train is sent from the initial station, before the route sequence is processed for the group train, the method further comprises grouping the group train, and specifically comprises the following steps:

4. A method for controlling a group train to enter and exit a middle branch road according to any one of claims 1 to 3, wherein the sending a movement authorization to the group train specifically comprises:

5. The method for controlling a group train to enter and exit a middle branch road according to claim 4, wherein when the group train is connected to the same branch road, the method for transmitting a movement authorization to the group train specifically comprises:

6. The method for controlling the entry and exit of group trains into and out of a middle branch road according to claim 1, wherein after the keeping of the track section between the head and tail cars locked, the method further comprises:

7. A method of controlling group trains entering and exiting a middle branch road according to any one of claims 1-3, characterized in that the two ends of the middle branch road are provided with entrance annunciators.

8. A method for controlling group trains entering and exiting a middle branch road according to any one of claims 1-3, wherein the controlling group trains entering a short-route sequence specifically comprises:

9. A method of controlling a group train to enter and exit a middle branch road according to any one of claims 1 to 3, wherein after the train in the group train passes through the track section, the track section is cleared, and the cleared track section is unlocked section by section.

10. A system for performing the group train entry and exit intermediate branch way control method of any one of claims 1-9, the system comprising:

the GCC is also used for sending mobile authorization to the group train;

11. The system for controlling group trains to enter and exit an intermediate branch road according to claim 10, wherein the GCC is further configured to send a movement authorization to the group trains, and specifically comprises:

12. The control system for group trains entering and exiting a middle branch road according to claim 10 or 11, wherein the combination of CBI and GCC controls the group trains to enter a short-route sequence specifically comprising:

13. The system of claim 12, wherein the CBI unlocks the cleared track segments segment by segment after the tail cars in the group train pass through the track segment.

14. The system for controlling group trains to enter and exit a middle branch road according to claim 11, wherein the combination of CBI and GCC controls the group trains to enter a short-route sequence specifically comprising:

15. The system of claim 14, wherein the group train enters and exits the intermediate branch way,