A general processing method for intersection interlocking in a station

Abstract

This invention provides a universal processing method for interlocking at level crossings within a station. This method is implemented based on an interlocking processing device, which includes an interlocking system and a level crossing control system connected via communication. The interlocking system is connected to a human-machine interface (HMI) for displaying the status of the key management device. This method is applicable to the power-on locking phase, the train arrival warning phase, and the train passage phase. It includes: the interlocking system sending key locking information K_L, train arrival warning information T_C, and train passage information T_D to the level crossing control system; determining the validity of the key locking information K_L, train arrival warning information T_C, and train passage information T_D based on the power-on unlocking status, train operation information, and trigger section information; and maintaining the key management device in a locked state if the key locking information K_L is valid, based on these parameters. This method offers advantages such as high safety performance, controllable cost, and ease of implementation.

Description

Technical Field

[0001] This invention belongs to the field of rail transit, and specifically relates to a general method for interlocking at level crossings within stations. Background Technology

[0002] A railway level crossing is a point where a road and a railway intersect at grade without an overpass or tunnel. When a train needs to pass through the level crossing, staff lower the barriers in advance to prevent pedestrians or vehicles from accidentally crossing. After the train passes, the barriers are raised, allowing road traffic to continue. Level crossings can be classified as station crossings or section crossings based on their location. According to British railway standards, based on the triggering control method of the crossing signals and the crossing status, level crossings can be classified into four categories: automatic crossings, controlled crossings, driver-controlled crossings, and open crossings. Controlled crossings are those with on-site personnel. Controlled crossings are equipped with switch key management devices to prevent accidents caused by misuse of keys by crossing personnel and to reduce manual management workload. The timing of removing the key and lowering the barriers depends on key control information and train approach information provided by the interlocking system; this information must be reliable and secure.

[0003] There are no existing patents related to the processing of level crossing information within a station by the interlocking system. Therefore, how to design the timing of train approach information, level crossing key locking, and other conditions to ensure train operation safety while conforming to British standards has become an urgent issue to be addressed in this technical field. Summary of the Invention

[0004] The purpose of this invention is to propose a general method for interlocking level crossings within a station to ensure the safe operation of the station.

[0005] To achieve the above objectives, this invention provides a general processing method for interlocking at level crossings within a station. This method is implemented based on an interlocking processing device, which includes an interlocking system and a level crossing control system connected via communication. The interlocking system is connected to a human-machine interface (HMI) for displaying the status of the key management device. This method is applicable to the power-on locking phase, the train arrival warning phase, and the train passage phase. It includes: the interlocking system sending key locking information K_L, train arrival warning information T_C, and train passage information T_D to the level crossing control system; determining the validity of the key locking information K_L, train arrival warning information T_C, and train passage information T_D based on the power-on unlocking status, train operation information, and trigger section information; and maintaining the key management device in a locked state if the key locking information K_L is valid.

[0006] Preferably, the key locking information K_L is used to control the key management device to lock the level crossing key; the train arrival warning information T_C is used to notify the level crossing personnel to retrieve the key from the outdoor barrier and lower the barrier; and the train passing information T_D is used to indicate to the level crossing personnel when to raise the barrier.

[0007] Preferably, the power-on locking stage includes the following steps: S11, the interlocking system is powered on, the power-on locking record unit is initialized, and it is determined whether the initialization of the power-on locking record unit is successful; if successful, step S12 is executed; S12, the interlocking system initializes the level crossing information unit, and initializes the key locking information K_L, the train arrival warning information T_C, and the train passage information T_D to a valid state; S13, the station duty officer performs the power-on unlocking operation. If the power-on unlocking is successful, the train arrival warning information T_C and the train passage information T_D are converted to an invalid state, while the key locking information K_L remains valid.

[0008] Preferably, if the key management device is in automatic key unlocking mode, after successful unlocking upon power-on, the key locking information K_L automatically changes to an invalid state, and the human-machine interface displays that the key management device is in an unlocked state.

[0009] Preferably, the human-machine interface is provided with a key control button. If the key management device is in manual key unlocking mode, after successful power-on unlocking, the station duty officer operates the key control button on the human-machine interface to unlock the key, thereby converting the key locking information K_L to an invalid state.

[0010] Preferably, the train arrival warning stage refers to the period when it is known that a train will be operating through the section where the level crossing is located, and the level crossing personnel need to lower the barriers before the train arrives; wherein, the train operation refers to the train traveling along the route within the station area; the section where the train operation passes through the level crossing includes the main route section where the level crossing is located on the route or the protective route section where the level crossing is located on the route.

[0011] Preferably, the human-machine interface is equipped with a manual warning button, and the train arrival warning stage includes the following steps: S21, determining whether the interlocking system has established a route through the level crossing; S22, determining whether the interlocking system has established a protective route through the level crossing; S23, determining whether the station duty officer has pressed the manual warning button on the human-machine interface; if any operation of step S21 to step S23 is successful, the train arrival warning information T_C is in a valid state.

[0012] Preferably, the approaching vehicle warning stage further includes the following steps: after the interlocking system checks that the approaching vehicle warning information T_C in a valid state is sent to the level crossing control system, a timer Time_T is set. When the timer Time_T expires, the approaching vehicle warning information T_C is converted to an invalid state.

[0013] Preferably, when the operation in step S21 or step S22 is judged to be successful, the key locking information K_L is turned into a valid state, and the human-machine interface displays that the key management device is in a locked state.

[0014] Preferably, when the train arrival warning information T_C is in a valid state, the station duty officer inserts the unlocking key, and the level crossing control system sends the key insertion information K_I to the interlocking system, proving that the barrier is lowered and the level crossing key has indeed been inserted into the key management device, and the locked route is opened.

[0015] Preferably, the train passage phase includes the following steps: S31, determining whether the interlocking system has established a route through the level crossing or a corresponding protective route; S32, determining whether the train occupies the trigger section; if the determination in step S31 is that the route has been established and the determination in step S32 is that the train occupies the trigger section, the train passage information T_D is in a valid state, and the key lock information K_L is kept in a valid state.

[0016] Preferably, the train passage phase further includes the following steps: S33, determining whether the section where the level crossing is located is fully unlocked; the section includes the main route running section and the protection route section; S34, determining whether the section where the level crossing is located is in an idle state; if the section where the level crossing is located in steps S33 to S34 is fully unlocked and in an idle state, then the train passage information T_D conversion is invalid.

[0017] Preferably, if the key management device is in automatic key unlocking mode, when the entire section where the crossing is located is unlocked and in an idle state, the key locking information K_L is converted to an invalid state, and the human-machine interface displays that the key management device is in an unlocked state.

[0018] Preferably, if the key management device is in manual key unlocking mode, when the section where the crossing is located is fully unlocked and in an idle state, the key locking information K_L remains valid, and the key can only be unlocked by manually operating the key control button on the human-machine interface.

[0019] In summary, compared with the prior art, the universal interlocking method for level crossings provided by this invention has the following beneficial effects:

[0020] 1. This invention implements the logic control of level crossings within the interlocking system in accordance with British standards, which not only ensures train operation safety but also meets the operational needs of overseas railway systems.

[0021] 2. This invention provides a general solution for interlocking systems at level crossings equipped with key-locked gates, wherein the triggering section can be flexibly configured according to factors such as design speed, making it suitable for different station types;

[0022] 3. This invention adopts a modular design and utilizes existing information and a small amount of interactive information from the interlocking system to achieve effective control of the level crossing. It requires minimal modification to the existing interlocking system, is cost-controllable, and is easy to implement. Attached Figure Description

[0023] Figure 1 This is a schematic diagram illustrating the interaction between the interlocking system and the level crossing control system.

[0024] Figure 2 This is a flowchart of the general processing method for interlocking at level crossings within the station according to the present invention;

[0025] Figure 3 This is an example diagram of a station in one embodiment of the present invention. Detailed Implementation

[0026] The following will be combined with the appendix in the embodiments of the present invention. Figure 1 ~Attached Figure 3 The technical solutions, structural features, objectives and effects achieved in the embodiments of the present invention will be described in detail.

[0027] It should be noted that the accompanying drawings are in a very simplified form and use non-precise proportions. They are only used to facilitate and clarify the purpose of illustrating the embodiments of the present invention, and are not intended to limit the implementation conditions of the present invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportional relationship, or adjustments to the size should still fall within the scope of the technical content disclosed in the present invention, provided that they do not affect the effects and objectives that the present invention can produce.

[0028] It should be noted that, in this invention, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only the expressly listed elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus.

[0029] This invention provides a general processing method for interlocking at level crossings within a station, which is based on... Figure 1The interlocking processing device shown includes: an interlocking system 1 and a level crossing control system 2 connected by communication. The interlocking system 1 includes an interlocking slave device 11 and an interface circuit 12. The interlocking slave device 11 is connected to a human-machine interface 3, which is equipped with a manual warning button and a key control button to display the status of the level crossing barriers and the key management equipment. The interlocking slave device 11 is connected to outdoor equipment 5 through the interface circuit 12. The outdoor equipment 5 includes a signal 51, a turnout 52, and a track section 53. The level crossing control system 2 includes a level crossing logic control unit 21, a control panel, and an indoor audio system 22. The level crossing logic control unit 21 is connected to the interlocking slave device 11 by communication to transmit control signals.

[0030] Based on the above-mentioned interlocking processing device, the general processing method for interlocking at level crossings within a station provided by the present invention is applicable to the power-on locking stage, the train arrival warning stage, and the train passage stage. It includes: the interlocking system 1 sending key locking information K_L, train arrival warning information T_C, and train passage information T_D to the level crossing control system 2; determining the validity of the key locking information K_L, train arrival warning information T_C, and train passage information T_D based on the power-on unlocking status, train operation information, and trigger section information; and maintaining the key management device in a locked state if the key locking information K_L is valid.

[0031] Specifically, the key locking information K_L is used to control the key management device to lock the level crossing key; the approaching train notification information T_C is used to notify the level crossing personnel to retrieve the key from the outdoor barrier and lower the barrier; and the train passing information T_D is used to instruct the level crossing personnel when to raise the barrier. The execution steps of the three stages are described in detail below.

[0032] (1) Power-on lockout stage

[0033] The power-on locking phase refers to the state entered during the initialization of the interlocking system 1. In this state, all station signals 51 and turnouts 52 are in a blocked state, and all track sections 53 are in a locked state. The interlocking system 1 can only enter normal operation after performing power-on unlocking. Power-on unlocking refers to the station duty officer manually operating the button on the human-machine interface 3 to unlock the track section 53 after confirming that the station is safe. After power-on unlocking, all station signals 51 and turnouts 52 are unlocked, and the locked state of the track section 53 is released (except for track sections 53 that remain locked due to malfunction or occupation).

[0034] like Figure 2 As shown, the power-on latching phase includes the following steps:

[0035] S11. Power on interlocking system 1, initialize the power-on interlocking record unit, and determine whether the initialization of the power-on interlocking record unit is successful; if successful, proceed to step S12.

[0036] S12. The interlocking system 1 initializes the level crossing information unit, and initializes the key locking information K_L, the train arrival warning information T_C, and the train passing information T_D to a valid state.

[0037] S13. The station duty officer performs the power-on unlocking operation. If the power-on unlocking is successful, the train arrival warning information T_C and the train passing information T_D are converted to an invalid state, while the key locking information K_L remains in an valid state.

[0038] Specifically, the station duty officer's power-on unlocking operation includes: after confirming the station's safety, the station duty officer clicks the power-on unlocking button on the human-machine interface 3. Subsequently, the host computer (e.g., a computer) in the interlocking system 1 sends the power-on unlocking command to the slave computer (including signal 51, turnout 52, and track section 53). After logical processing, the slave computer unlocks the station's signal 51, turnout, and track section 53, thus completing the power-on unlocking.

[0039] During the power-on interlocking phase, since no trains are passing through at this stage, once power-on unlocking is successful, the approach train warning information T_C and train passage information T_D are set to invalid states, i.e., the approach train warning information T_C and train passage information T_D are deactivated. If the approach train warning information T_C and train passage information T_D are not deactivated, the level crossing control will continuously receive alarm messages indicating that a train is about to pass, leading to misleading information. It should be noted that the reason why the approach train warning information T_C and train passage information T_D are initialized to valid states during the power-on period of interlocking system 1 is because manual intervention is required to ensure station safety during power-on, therefore, the status of all equipment must be aligned to the safety side (i.e., the strict side).

[0040] Furthermore, since the interlocking system 1 provides both manual and automatic key unlocking modes, when the key management device is in automatic key unlocking mode, upon successful power-on unlocking, the key locking information K_L automatically becomes invalid, and the human-machine interface displays the key management device as unlocked. When the key management device is in manual key unlocking mode, upon successful power-on unlocking, the station duty officer operates the key control button on the human-machine interface to unlock the key, causing the key locking information K_L to become invalid. When the key locking information K_L becomes invalid, the key management device releases the level crossing key, and the duty personnel retrieve the level crossing key for subsequent operations.

[0041] (2) Vehicle arrival warning stage

[0042] The train arrival warning stage refers to the period when it is known that a train will be operating through the section of the level crossing, and the level crossing personnel need to lower the barriers before the train arrives; wherein, the train operation refers to the train traveling along the route within the station area; the route includes the train route, the receiving route, or the shunting route; the section of the level crossing through which the train operation passes includes the main route running section where the level crossing is located on the route or the protection route section where the level crossing is located on the route.

[0043] like Figure 2 As shown, the train arrival warning stage includes the following steps: S21, determine whether the interlocking system 1 has established a route through the level crossing; S22, determine whether the interlocking system 1 has established a protective route through the level crossing; S23, determine whether the station duty officer has pressed the manual warning button on the human-machine interface 3; if any operation in steps S21 to S23 is successful, the train arrival warning information T_C is in a valid state.

[0044] Specifically, the establishment of the route through the level crossing in step S21 includes: according to the needs of the duty operation, pressing the route start-end and protection route end (all protection routes) to select the train running path, and after the interlocking system 1 performs a logic check on the basic conditions for route establishment, it locks the route and issues an open signal, thus completing the establishment of the route.

[0045] Furthermore, the approaching vehicle warning stage also includes the following steps:

[0046] S24. The interlocking system 1 checks whether the train arrival warning information T_C, which is in a valid state, has been sent to the level crossing control system 2. After the valid train arrival warning information T_C is sent to the level crossing control system 2, a timer Time_T is set. When the timer Time_T expires, the train arrival warning information T_C is converted to an invalid state; that is, it means that the train entry task contained in the train arrival warning information T_C has been completed. Preferably, the timer Time_T is 2 minutes.

[0047] It should be noted that when the operation of step S21 or step S22 is judged to be successful, the key locking information K_L turns into a valid state, and the human-machine interface 3 displays that the key management device is in a locked state, that is, the duty personnel cannot operate the level key in the key management device, thus ensuring driving safety.

[0048] Furthermore, when the train arrival warning information T_C is in a valid state, that is, when the train is about to enter the station, the station duty officer can insert the unlocking key. The level crossing control system 2 sends the key insertion information K_I to the interlocking system 1 to prove that the barrier is down and the level crossing key has indeed been inserted into the key management device. The locked route is opened, and the human-machine interface 3 displays that the level crossing barrier is down. The train travels along the route of the open signal.

[0049] (3) Train travel phase

[0050] The train passage phase refers to the train passing through according to the open signal. For example... Figure 2 As shown, the train passage phase includes the following steps: S31, determine whether the interlocking system 1 has established a route through the level crossing or a corresponding protective route; S32, determine whether the train occupies the trigger section; if the determination in step S31 is that it has been established and the determination in step S32 is that the train occupies the trigger section, it means that a train will be traveling along the route or the train is already in the trigger section. Therefore, the train passage information T_D is in a valid state, and the key locking information K_L is kept in a valid state, that is, the key management device is controlled to lock the level crossing key to prevent the on-duty personnel from misoperating and causing a safety accident.

[0051] The triggering section is determined based on the position of the turnout 52 and the direction of the route; it can be the approach section of the route or a section within the route. The setting of the triggering section determines the moment when the level crossing protection equipment begins to activate as the train approaches the crossing. The approaching section is one or more sections preceding the route's starting signal 51. A section within the route refers to all sections from the route's starting signal to the blocking signal (or, if a protective route exists, extending to the last section of the protective route).

[0052] Furthermore, the train passage phase also includes the following steps: S33, determining whether the section where the level crossing is located is fully unlocked; the section includes the main route running section and the protection route section; S34, determining whether the section where the level crossing is located is in an idle state; if the section where the level crossing is located in steps S33 to S34 is fully unlocked and in an idle state, that is, the train has passed through the section, then the train passage information T_D is converted to an invalid state.

[0053] Furthermore, if the key management device is in automatic unlocking mode, when the entire section of the crossing is unlocked and idle, the key locking information K_L is deactivated, and the human-machine interface displays the key management device as unlocked. If the key management device is in manual unlocking mode, when the entire section of the crossing is unlocked and idle, the key locking information K_L remains active, and the key can only be unlocked manually by operating the key control button on the human-machine interface, thus unlocking the key management device. When the key management device is unlocked, the on-duty personnel can take the crossing key to perform subsequent operations such as raising the barrier.

[0054] Figure 3 This is an example diagram of a station area according to a specific embodiment of the present invention. The invention will be described in detail based on this station area. Figure 3As shown, there is a level crossing LC1 within the station yard, which intersects with railway sections LC1G and LC2G. Assume that for departure route SI-XD (consisting of the track section between signals SI and XD), the triggering section is 57-59DG; for receiving route X-SII (consisting of the track section between signals X and SII), the triggering section is XJG. The human-machine interface 3 is equipped with a manual warning button and a key unlocking button corresponding to this level crossing.

[0055] The power-on latching phase includes the following steps:

[0056] S11. Power on the interlocking system 1 and initialize the power-on interlocking record unit. The power-on interlocking record unit is successfully initialized. The human-machine interface displays the blocking status of turnout 52 and signal 51. Execute step S12.

[0057] S12. The interlocking system 1 initializes the level crossing information unit, and initializes the key locking information K_L, the train arrival warning information T_C, and the train passing information T_D to a valid state.

[0058] S13. After confirming the safety situation within the station, the duty officer operates the human-machine interface 3 to perform a power-on unlocking operation. Upon successful power-on unlocking, the approach train warning information T_C and train passage information T_D are converted to an invalid state, while the key locking information K_L remains valid. If the LC1G or LC2G section is fault-locked, even if the section is in a fault-locked state, the train passage information T_D will not be incorrectly converted to a valid state because there is no route locking information.

[0059] If the LC1 level crossing key is in manual unlocking mode, the operator can click the key unlock button on the human-machine interface 3 to unlock the level crossing key management equipment. If the LC1 level crossing key is not in manual unlocking mode, even if the operator clicks the key unlock button on the human-machine interface 3, the key management equipment cannot be unlocked.

[0060] Suppose that this station will have two operation information routes passing through the level crossing: the mainline departure route SI-XD from IG and the mainline receiving route X-SII.

[0061] The approaching vehicle warning phase includes the following steps:

[0062] S21. Interlocking system 1 establishes a receiving route X-SII through the level crossing. The receiving route X-SII is locked, but because the barrier has not yet been lowered and the key has not yet been inserted, the receiving signal cannot be opened.

[0063] Since the X-SII train reception route is established, i.e., step S21 is judged as successful, the LC2G section within the station is locked, i.e., the LC2G section within the station is allowed to pass. The train arrival warning information T_C immediately becomes valid. After receiving the valid train arrival warning information T_C, the level crossing house will issue an audible and visual alarm. Upon receiving the alarm information, the duty personnel will lower the barrier and reinsert the key.

[0064] When the level crossing control system 2 detects the key insertion, the key insertion information K_I becomes valid, and the human-machine interface 3 displays a message indicating that the key has been inserted to the on-duty personnel. Since the key management device is in a locked state here, even if the on-duty personnel accidentally press the key unlock button, the key locking information K_L will not become valid.

[0065] When the key lock information K_L and the key insertion information K_I are valid, that is, when the barrier is lowered, the signal X turns on the permission light, and the train can enter the station according to the opened entry signal.

[0066] Furthermore, if departure route SI-XD is processed at this time, since the key is already inserted, the signal SI can be opened directly if other departure conditions are met. Because LC1G is locked, the approach warning information T_C becomes valid again, and the level crossing control room issues an audible and visual alarm; when the T_Time countdown ends, the approach warning information T_C automatically becomes invalid and the alarm stops.

[0067] The following steps are included during the train passage phase:

[0068] Trains stopped at IG began to proceed according to the open signal SI.

[0069] S31, Interlocking system 1 establishes train routes through level crossing LC1;

[0070] S32. When the train reaches the trigger section 57-59DG, the train passage information T_D becomes valid, and the level crossing station provides corresponding prompts based on the train passage information T_D.

[0071] S33. As the train proceeds in sequence, sections 57-59DG, 25-43DG, and LC1G are unlocked sequentially. Although track section LC1G is now unlocked, track section LC2G, which the crossing passes through, remains in a route-locked state. The train passage information T_D remains valid to prevent crossing personnel from mistakenly believing the train has passed and raising the barriers. At this time, the key lock information K_L remains valid, and the key cannot be unlocked.

[0072] Step 34: The train proceeds in sequence following the opened signal X. After track section LC2G is unlocked, the train's information T_D is converted to an invalid state.

[0073] In manual key unlocking mode, the key locking information K_L remains valid, but the key can be unlocked by the operator using the key unlocking button on the human-machine interface 3. In automatic key unlocking mode, when the track section LC2G is unlocked, the key locking information K_L automatically becomes invalid, and the key is unlocked.

[0074] In summary, compared with the prior art, the general method for interlocking at level crossings within stations provided by this invention has advantages such as high safety performance, controllable cost, and ease of implementation.

[0075] Although the present invention has been described in detail through the preferred embodiments above, it should be understood that the above description should not be considered as a limitation of the present invention. Various modifications and substitutions to the present invention will be apparent to those skilled in the art after reading the above description. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A general processing method for interlocking at level crossings within a station, the method being implemented based on an interlocking processing device, the interlocking processing device comprising an interlocking system and a level crossing control system connected by communication, the interlocking system being connected to a human-machine interface, the human-machine interface being used to display the status of key management equipment; the method is applicable to the power-on locking stage, the train arrival warning stage, and the train passage stage, characterized in that... include: The interlocking system sends key locking information K_L, train arrival warning information T_C, and train passage information T_D to the level crossing control system; The validity of the key locking information K_L, the train arrival warning information T_C, and the train passage information T_D are determined based on the power-on unlocking status, train operation information, and trigger section information, respectively; if the key locking information K_L is valid, the key management device is kept in the locked state. The power-on latching phase includes the following steps: S11. Power on the interlocking system, initialize the power-on interlocking record unit, and determine whether the initialization of the power-on interlocking record unit is successful; if successful, proceed to step S12. S12. The interlocking system initializes the level crossing information unit, and initializes the key locking information K_L, the train arrival warning information T_C, and the train passing information T_D to a valid state. S13. The station duty officer performs the power-on unlocking operation. If the power-on unlocking is successful, the train arrival warning information T_C and the train passing information T_D are converted to an invalid state, while the key locking information K_L remains in an valid state. In the aforementioned train arrival warning phase and train passage phase, the section through which the train operates includes: the main route section where the level crossing is located, or the protected route section where the level crossing is located.

2. The general processing method for interlocking at level crossings within a station as described in claim 1, characterized in that, The key locking information K_L is used to control the key management device to lock the level crossing key; the train arrival warning information T_C is used to notify the level crossing personnel to take out the key from the outdoor barrier and lower the barrier; the train passing information T_D is used to indicate when the level crossing personnel should raise the barrier.

3. The general processing method for interlocking at level crossings within a station as described in claim 1, characterized in that, If the key management device is in automatic key unlocking mode, after successful unlocking upon power-on, the key locking information K_L will automatically be converted to an invalid state, and the human-machine interface will display that the key management device is in an unlocked state.

4. The general processing method for interlocking at level crossings within a station as described in claim 1, characterized in that, The human-machine interface is equipped with a key control button. If the key management device is in manual key unlocking mode, after successful power-on unlocking, the station duty officer operates the key control button on the human-machine interface to unlock the key, causing the key locking information K_L to be converted to an invalid state.

5. The general processing method for interlocking at level crossings within a station as described in claim 1, characterized in that, The train arrival warning stage refers to the period when it is known that a train will be passing through the section of the crossing, and the crossing personnel need to lower the barriers before the train arrives; the train operation refers to the train traveling along the route within the station area.

6. The general processing method for interlocking at level crossings within a station as described in claim 5, characterized in that, The human-computer interaction interface is equipped with a manual warning button, and the following steps are included in the vehicle approach warning stage: S21. Determine whether the interlocking system has established a route through the level crossing; S22. Determine whether the interlocking system has established a protection route through the level crossing; S23. Determine whether the station duty officer has pressed the manual warning button on the human-computer interaction interface; If any operation in steps S21 to S23 is deemed successful, then the vehicle arrival warning information T_C is in a valid state.

7. The general method for handling interlocking at level crossings within a station as described in claim 6, characterized in that, The approaching vehicle warning stage also includes the following steps: After the interlocking system checks that the approaching vehicle warning information T_C is in a valid state and sends it to the level crossing control system, it sets a timer Time_T. When the timer Time_T expires, the approaching vehicle warning information T_C is converted to an invalid state.

8. The general processing method for interlocking at level crossings within a station as described in claim 6, characterized in that, When the operation in step S21 or step S22 is deemed successful, the key locking information K_L becomes valid, and the human-machine interface displays that the key management device is in a locked state.

9. The general processing method for interlocking at level crossings within a station as described in claim 7, characterized in that, When the train arrival warning information T_C is valid, the station duty officer inserts the unlocking key, and the level crossing control system sends the key insertion information K_I to the interlocking system, proving that the barrier is down and the level crossing key has indeed been inserted into the key management device, and the locked route is opened.

10. The general processing method for interlocking at level crossings within a station as described in claim 1, characterized in that, The following steps are included during the train passage phase: S31. Determine whether the interlocking system has established a route through the level crossing or a corresponding protection route; S32. Determine if the train occupies the trigger section; If step S31 determines that the condition has been established and step S32 determines that the train occupies the trigger section, the train passing information T_D is in a valid state, and the key locking information K_L remains in a valid state.

11. The general processing method for interlocking at level crossings within a station as described in claim 10, characterized in that, The following steps are also included during the train passage phase: S33. Determine whether the entire section where the level crossing is located is unlocked; the section includes the main route travel section and the protection route section; S34. Determine whether the section where the level crossing is located is in an idle state; If the section containing the level crossing in steps S33 to S34 is fully unlocked and in an idle state, then the train passage information T_D conversion is ineffective.

12. The general processing method for interlocking at level crossings within a station as described in claim 11, characterized in that, If the key management device is in automatic key unlocking mode, when the entire section where the crossing is located is unlocked and in an idle state, the key locking information K_L is converted to an invalid state, and the human-machine interface displays that the key management device is in an unlocked state.

13. The general processing method for interlocking at level crossings within a station as described in claim 11, characterized in that, If the key management device is in manual unlocking mode, when the entire section of the crossing is unlocked and in an idle state, the key locking information K_L remains valid, and the key can only be unlocked by manually operating the key control button on the human-machine interface.

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