SPKS interlocking protection method and system, electronic equipment and readable storage medium

Abstract

The invention discloses an interlocking protection method and system of an SPKS, electronic equipment and a readable storage medium. The interlocking protection method of the SPKS comprises the steps that S1, an interlocking system receives an establishment command of a route; s2, the interlocking system judges whether the SPKS protection area associated with the access is in a non-activated state or not; s3, when the SPKS protection area associated with the route is in a non-activated state, the interlocking system judges whether a turnout exists in the route range or not; if no turnout exists in the route range, entering S4; s4, the interlocking system checks whether other conditions for route establishment are met or not; and S5, when other conditions of route establishment are met, the interlocking system establishes a route. The interlocking protection method for the SPKS has the advantages that when the route is established, the turnout state in the route and the state of the SPKS protection area associated with the route are fully applied to interlocking control logic, risks caused by invalid turnout actions due to the fact that route establishing operation is triggered too early can be fundamentally avoided, and safety and economical efficiency are higher.

Description

Technical Field

[0001] The present invention relates to the field of interlocking protection of SPKS, and in particular to an interlocking protection method, system, electronic equipment and readable storage medium of SPKS based on route control, turnout control and signal control. Background Art

[0002] Urban rail transit is the most important mode of transportation in the city and also the most important urban infrastructure. With the rapid development of control technology and communication technology in recent years, urban rail transit has gradually shifted from the traditional urban rail transit control mode to fully automatic unmanned signal control. With the increasingly widespread use of unmanned signal systems in the field of rail transit, it is necessary to consider the safety protection of maintenance personnel when entering the track area. The current method is to activate the emergency stop area by setting the SPKS (Staff Protection Key Switch) to form a protection area to ensure that trains in the area do not move, or other trains that are not in the area do not enter the area, thereby solving the problem of safety protection for personnel entering the track operation.

[0003] However, in the existing technology, the interlocking system (CI) has not fully applied SPKS to the control logic of fully automatic operation, so it needs to be further improved.

[0004] It should be understood that the above statements merely provide background technology related to the present invention and do not necessarily constitute prior art. Summary of the invention

[0005] Based on the aforementioned technical problems, the object of the present invention is to provide an interlocking protection method, system, electronic device and readable storage medium for SPKS. When establishing an approach, the interlocking protection method of SPKS fully considers the switch status in the approach and the status of the SPKS protection area associated with the approach, and fully applies them to the interlocking control logic, which can fundamentally avoid the risks brought by premature establishment of the approach and has higher safety.

[0006] In order to achieve the above object, the present invention is implemented by the following technical solutions:

[0007] An interlocking protection method for SPKS, comprising:

[0008] S1, the interlocking system receives the route establishment command;

[0009] S2, the interlocking system determines whether the SPKS protection area associated with the approach is in an inactive state;

[0010] S3: When the SPKS protection area associated with the route is in an inactive state, the interlocking system determines whether there is a turnout within the route range; if there is no turnout within the route range, enter S4;

[0011] S4. The interlocking system checks whether other conditions for establishing the route are met;

[0012] S5. When other conditions for establishing the route are met, the interlocking system establishes the route.

[0013] Optionally, if there is a turnout within the route range, the interlocking system determines whether the turnout within the route range is in a specified position;

[0014] When the turnout in the route range is at the specified position, enter S4.

[0015] Optionally, when the switch in the route range is not in the specified position, the interlocking system moves the switch to the specified position of the route and enters S4.

[0016] Optionally, if the SPKS protection area associated with the route is in an activated state, the interlocking system does not perform the route establishment operation, the route and its safety protection area are not established successfully, and the process ends.

[0017] Optionally, if other conditions for route establishment are not met, the interlocking system does not perform the route establishment operation, the route and its safety protection area are not established successfully, and the process ends.

[0018] Optionally, also include:

[0019] S6. When the route is established successfully, the interlocking system determines whether there is a turnout within the preset range behind the route. If there is no turnout within the preset range behind the route, enter S7;

[0020] S7, the interlocking system checks whether the conditions for establishing a safety protection area are met;

[0021] S8. When the conditions for establishing a safety protection area are met, the interlocking system sets the preset range as the safety protection area of ​​this approach;

[0022] S9. The approach and its safety protection area are established successfully.

[0023] Optionally, if there is a turnout within a preset range behind the approach, the interlocking system determines whether the turnout within the preset range is at a specified position; when the turnout within the preset range is at the specified position, enter S7.

[0024] Optionally, if the turnout within the preset range is not at the specified position, the interlocking system determines whether the SPKS protection area associated with the turnout within the preset range is in an inactive state; if the SPKS protection area associated with the turnout is in an inactive state, the interlocking system moves the turnout to be at the specified position and enters S7;

[0025] If the SPKS protection area associated with this turnout is in an activated state, the interlocking system will not perform the turnout switching operation, the safety protection area cannot be established, and only the approach will be established successfully.

[0026] Optionally, if other conditions for establishing a safety protection area are not met, the safety protection area cannot be established and only the route is established successfully.

[0027] Optionally, the SPKS protection area associated with the turnout is: the SPKS protection area including the section where the turnout is located.

[0028] Optionally, the SPKS protection area associated with the route and the SPKS protection area associated with the safety protection area of ​​the route are different SPKS protection areas.

[0029] Optionally, the route includes at least one section, and the same section is associated with at least one SPKS protection area;

[0030] The SPKS protection area associated with the route is: the SPKS protection area that includes part or all sections of the route.

[0031] Optionally, the safety protection area of ​​the approach includes at least one section, and the same section is associated with at least one SPKS protection area;

[0032] The SPKS protection area associated with the safety protection area of ​​the approach is: the SPKS protection area that includes part or all sections of the safety protection area of ​​the approach.

[0033] Optionally, also include:

[0034] When the route is established successfully, the interlocking system checks whether it has received information from the ATC system indicating that the route start signal is in CBTC mode;

[0035] If the interlocking system receives information from the ATC system that the route start signal is in CBTC mode, the interlocking system performs an open condition check of the route start signal in CBTC mode;

[0036] If the interlocking system does not receive the information sent by the ATC system that the route start signal is in CBTC mode, the interlocking system performs an open condition check of the route start signal in the interlocking mode.

[0037] Optionally, also include:

[0038] In CBTC mode, the interlocking system determines whether the opening conditions of the route start signal in CBTC mode are met;

[0039] When the opening conditions of the route start signal in the CBTC mode are met, the interlocking system opens the route start signal and sends the opening status of the route start signal, the status of the SPKS protection area associated with the route, the establishment status of the safety protection area of ​​the route, and the status of the SPKS protection area associated with the safety protection area to the ATC system;

[0040] The ATC system controls train operation based on the received information.

[0041] Optionally, if the interlocking system determines that the opening conditions of the route start signal in the CBTC mode are not met, the interlocking system does not open the route start signal.

[0042] Optionally, the opening conditions of the route starting signal in the CBTC mode do not include: whether the SPKS protection area associated with the route is in an activated state, whether the safety protection area of ​​the route is established, and whether the SPKS protection area associated with the safety protection area of ​​the route is in an activated state.

[0043] Optionally, the interlocking system performs an open condition check of the route start signal in the interlocking mode including:

[0044] The interlocking system checks whether the SPKS protection area associated with the approach is in an inactive state;

[0045] If all SPKS protection areas associated with the approach are in an inactive state, the interlocking system checks whether the safety protection area of ​​this approach has been established;

[0046] If the safety protection area has been established, the interlocking system checks whether the SPKS protection area associated with the safety protection area of ​​the approach is in an inactive state;

[0047] If the SPKS protection area associated with the safety protection area is in an inactive state, the interlocking system checks whether other conditions for the signal opening of the route start signal in the interlocking mode are met;

[0048] If other conditions for opening the signal of the route start signal in the interlocking mode are met, the interlocking system will open the route start signal.

[0049] Optionally, if the SPKS protection area associated with the route is in an activated state, the interlocking system does not open the route start signal;

[0050] If the safety protection area of ​​the route is not established, the interlocking system will not open the route start signal;

[0051] If the SPKS protection area associated with the safety protection area of ​​the route is in the activated state, the interlocking system will not open the route start signal;

[0052] If other conditions for opening the signal of the route start signal in the interlocking mode are not met, the interlocking system will not open the route start signal.

[0053] Optionally, after the route is successfully established in the interlocking mode and the route starting signal is opened, if the interlocking system detects that the SPKS protection area associated with the route is activated or the SPKS protection area associated with the safety protection area of ​​the route is activated, the interlocking system immediately closes the route starting signal.

[0054] Optionally, the SPKS protection area is activated by the interlocking system based on the startup information of the SPKS system.

[0055] Optionally, after the interlocking system detects that the SPKS system is started, the interlocking system delays for a preset period of time and then drives the SPKS system to light up the SPKS indicator light.

[0056] Optionally, when the SPKS protection area is activated, the interlocking system sends this information to the ATC system; after receiving the corresponding information, the ATC system cancels the movement authorization for the train within the activated SPKS protection area in real time, and implements emergency braking to stop the train from moving, and shortens the movement authorization for the train outside the activated SPKS protection area to outside the boundary of the SPKS protection area to prevent the train from entering the activated SPKS protection area.

[0057] Optionally, an interlocking protection system of SPKS, which is used to implement the aforementioned interlocking protection method of SPKS, the interlocking protection system of SPKS comprises:

[0058] An interlocking system, which is used for interlocking control in rail transit, and the interlocking system can monitor and control the status of turnouts;

[0059] An SPKS system is arranged in the station. The SPKS system is connected to the interlocking system. When the SPKS system is started, the corresponding SPKS protection area can be activated. When the SPKS protection area is activated, the access route related to the SPKS protection area cannot be processed, the related turnout cannot be automatically operated, and the related signal cannot be opened;

[0060] The interlocking system can use the status of the SPKS protection area in the control logic of train operation route management, signal opening and turnout operation based on its own logical operation.

[0061] Optionally, also include:

[0062] An ATC system connected to the interlocking system, the ATC system is used for automatic control of train operation; the interlocking system is also used to send activation status information of the SPKS protection area to the ATC system in real time so that the ATC system can control the train operation;

[0063] A signal machine is connected to the interlocking system, and the interlocking system is used to control the signal opening of the signal machine.

[0064] Optionally, when the interlocking system handles an approach, the SPKS protection area associated with the approach and the SPKS protection area associated with the safety protection area of ​​the approach are set as different SPKS protection areas.

[0065] Optionally, several SPKS systems are arranged on the track line, and the SPKS protection areas corresponding to all SPKS systems cover all sections of the track line, and any two adjacent SPKS protection areas do not completely overlap or do not overlap.

[0066] Optionally, the SPKS system comprises:

[0067] Switch structure;

[0068] A transmission control component connected to the switch structure, the transmission control component is used for information transmission between the switch structure and the interlocking system;

[0069] The interlocking system monitors the status of the switch structure through the transmission control component. When it detects that the switch structure is started, it activates the SPKS protection area corresponding to this SPKS system; when the interlocking system detects that the switch structure is closed, the interlocking system controls the SPKS protection area corresponding to this SPKS system to exit the activation state.

[0070] Optionally, the SPKS system further comprises:

[0071] An SPKS indicator light, which is connected to the transmission control component, and the SPKS indicator light can receive a lighting command of the interlocking system through the transmission control component;

[0072] A bypass component is connected to the transmission control component, and the bypass component is used to shut down the SPKS system when the switch structure fails.

[0073] Optionally, an electronic device comprises: a memory and a processor, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, the steps of the aforementioned SPKS interlocking protection method are implemented.

[0074] Optionally, a readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the aforementioned SPKS interlocking protection method are implemented.

[0075] Compared with the prior art, the present invention has the following advantages:

[0076] In the interlocking protection method, system, electronic device and readable storage medium of an SPKS of the present invention, the interlocking protection method of the SPKS fully considers the state of the turnout in the route and the state of the SPKS protection area associated with the route when establishing the route, and fully applies it to the interlocking control logic. This method can fundamentally prevent the risk of invalid turnout actions caused by premature triggering of route establishment operations to trackside workers, and is safer. Furthermore, since this method can avoid invalid turnout actions and reduce the frequency of equipment use, it can reduce the probability of failure of the turnout conversion device, improve the availability of the trackside turnout system, reduce equipment maintenance costs, and be more economical.

[0077] Furthermore, in the interlocking protection method of the SPKS of the present invention, the state of the SPKS protection area associated with the route is first judged. If it is in an activated state, there is no need for subsequent actions such as turning the switch, thereby avoiding invalid actions in the process of establishing the route.

[0078] Furthermore, in the interlocking protection method of the SPKS of the present invention, when establishing the safety protection area of ​​the approach, the state of the switch in the safety protection area and the state of the SPKS protection area associated with the switch are fully considered, which can avoid the risks caused by turning the switch and provide higher safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0079] In order to more clearly illustrate the technical solution of the present invention, the following briefly introduces the drawings required for the description. Obviously, the drawings described below are an embodiment of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative work:

[0080] Figure 1 It is a schematic diagram of a method for establishing an approach and a safety protection area of ​​an interlocking system in combination with the SPKS protection area status in an SPKS interlocking protection method of the present invention;

[0081] Figure 2 It is a schematic diagram of a method for opening a route start signal by combining an interlocking system with the SPKS protection area status in an SPKS interlocking protection method of the present invention;

[0082] Figure 3A schematic diagram of the interface relationship between the interlocking system and the SPKS system in an SPKS interlocking protection method of the present invention;

[0083] Figure 4 A schematic diagram of the division of an SPKS protection area of ​​the present invention;

[0084] Figure 5 A schematic diagram of the division of an SPKS protection area of ​​the present invention;

[0085] Figure 6 It is a schematic diagram of dividing another SPKS protection area of ​​the present invention. DETAILED DESCRIPTION

[0086] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0087] It should be noted that, in this article, the terms "include", "comprises", "has" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or terminal device including a series of elements includes not only those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, method, article or terminal device. In the absence of further restrictions, the elements defined by the sentence "includes..." or "comprising..." do not exclude the existence of other elements in the process, method, article or terminal device including the elements.

[0088] It should be noted that the drawings are all in very simplified form and use inaccurate ratios, and are only used to conveniently and clearly assist in explaining the embodiments of the present invention.

[0089] As can be seen from the above, in the existing rail transit, the parking control is only performed on the corresponding protection area according to the status of the SPKS, and it is not applied to the interlocking control logic in the rail transit, especially in the route handling and other aspects. Based on this, the present invention provides an interlocking protection system of SPKS, which combines the SPKS system with the interlocking system, improves the control logic of the fully automatic operation, so as to take into account both the operation efficiency and safety.

[0090] Specifically, the interlocking protection system of the SPKS of the present invention includes an interlocking system and an SPKS system. The interlocking system is used for interlocking control in rail transit, and the interlocking system can monitor and control the status of the turnout. The SPKS system is arranged in the station, and the SPKS system is connected to the interlocking system. When the SPKS system is started, its corresponding SPKS protection area can be activated. When the SPKS protection area is activated, the route related to this SPKS protection area cannot be processed, the related turnouts cannot be automatically operated, and the related signals cannot be opened. The interlocking system can use the activation status of the SPKS protection area in the control logic of train route processing, signal opening and turnout operation based on its own logical operation, so as to realize efficient management of the working safety zone (please refer to Figures 1 to 3 ).

[0091] Furthermore, the interlocking protection system of the SPKS also includes an ATC system, which is communicatively connected to the interlocking system, and the ATC system is used for automatic control of train operation. In actual applications, the interlocking system and the ATC system exchange information in real time. The interlocking system can send the activation status information of the SPKS protection area to the ATC system in real time so that the ATC system can control the train operation. Specifically, when the SPKS protection area is activated, the interlocking system sends this information to the ATC system; after receiving the corresponding information, the ATC system cancels the movement authorization for the train located in the activated SPKS protection area in real time, and implements emergency braking to stop the train from moving, and shortens the movement authorization for the train located outside the activated SPKS protection area to the outside of the SPKS protection area boundary to prevent the train from entering the activated SPKS protection area.

[0092] The specific process of establishing the route and the safety protection area of ​​the interlocking system of the present invention is as follows: Figure 1 shown.

[0093] First, according to the needs of train operation, the interlocking system will receive the route establishment command.

[0094] like Figure 1 As shown, after receiving the route establishment command, the interlocking system first determines whether all SPKS protection areas associated with the route are in an inactive state. If yes, the interlocking system further executes the route establishment process; if not, the interlocking system does not execute the route establishment process.

[0095] The route mentioned above refers to a section of the path where the train runs, specifically the track sections from the route start signal to the end signal and between the two signals. The route start signal and the end signal refer to two adjacent signals on both sides of the track section and in the same direction. Figure 4The route is K1-K2, the starting signal of the route is K1, the terminal signal is K2, and the route sections include T1 and T2.

[0096] The section refers to the division of the track on which the train runs into several segments, including two types: non-branch sections and switch sections. Figure 4 Among them, section T1 is the turnout section, including turnout P1; T2 is the section without turnout.

[0097] The association between the route and the SPKS protection area means that at least one section of the route and the section of the SPKS protection area overlap. Figure 4 For route K1-K2, its associated SPKS protection areas are SPKS02_01, SPKS02_03 and SPKS03_01.

[0098] like Figure 1 As shown in the figure, if the interlocking system determines that all SPKS protection areas associated with the route are in an inactive state, it will continue to determine whether there is a turnout within the route range. If the route range includes a turnout, the interlocking system also needs to determine whether the turnout belongs to the position specified by the route. If the turnout is not in the position specified by the route, the interlocking system will output a turnout control command to move the turnout to the position specified by the route.

[0099] like Figure 4 As shown in the route K1-K2, the interlocking system will check whether the switch P1 is in the straight position before establishing the route; if P1 is not in the straight position, the interlocking system will output a switch control command to move P1 to the straight position.

[0100] The turnout is a line connection device for a train to transfer from one track to another. A turnout switching device is provided on the turnout section. The interlocking system obtains the turnout position in real time by connecting to the turnout switching device; the turnout position includes three states: straight, lateral, and squeezed. The squeezed state refers to the turnout being neither in the straight position nor in the lateral position. The interlocking system outputs control commands to the turnout switching device by connecting to the turnout switching device to realize the regulation of the turnout position, wherein the control commands include two types: a straight turnout command and a lateral turnout command.

[0101] like Figure 1 As shown, after the interlocking system determines that there is no turnout in the route or the turnout is in the specified position, it will determine whether other conditions for route establishment are met. If yes, the interlocking system will perform the route establishment operation. If not, the interlocking system will not perform the route establishment operation, nor will it perform the subsequent safety protection area establishment for the route.

[0102] After the interlocking system sets up the route successfully, the interlocking system will prevent the establishment of routes or safety protection areas that have the risk of head-on or side collision with the route, so as to ensure the safety of the train that is about to enter the route.

[0103] After the interlocking system establishes the approach, it will further determine whether the conditions for establishing the safety protection area of ​​the approach are met.

[0104] The setting of the approach safety protection area is to prevent the train from being unable to stop in front of the terminal signal of the approach for some reason, and to set a safety protection range preset behind the approach. After the approach safety protection area is established, the interlocking system will prevent the establishment of an approach or safety protection area that has a risk of head-on or side collision with the area. At the same time, if the approach safety protection area has been established, the ATC system can allow the train to enter the approach range at a higher speed and approach the approach terminal signal.

[0105] The "front" and "rear" mentioned in this plan refer to the relative positions between adjacent signals or sections according to the direction of train operation. "Front" refers to the position or range that is reached first according to the direction of train operation; "rear" refers to the position or range of the switch after the direction of train operation. Figure 4 As shown, the front section of the K2 signal is T2, and the rear section is T3; in the route K1-K2, the front section of T2 is T1, and the rear section of T1 is T2.

[0106] like Figure 1 As shown in the figure, when the interlocking system establishes the safety protection zone of the route, it first determines whether there is a turnout in the zone. If there is, the interlocking system determines whether the turnout is in the specified position; if not, the interlocking system will determine whether the SPKS associated with the turnout is in an inactive state; if so, the interlocking system will move the turnout to the specified position, if not, the interlocking system will not move the turnout and will not establish the safety protection zone of the route.

[0107] If there is no turnout in the safety protection area, or the turnout is in the specified position, the interlocking system will further check whether other conditions for establishing the safety protection area are met. If they are met, the interlocking system will establish the safety protection area.

[0108] like Figure 4As shown, the safety protection area of ​​route K1-K2 can be set to the T3 section behind the route. If the safety protection area stipulates that turnout P3 is in a straight position, but turnout P3 is not actually in a straight position (P3 is in a lateral position or a squeezed position), after the route K1-K2 is successfully established, the interlocking system determines that the SPKS protection areas SPKS02_01 and SPKS01_03 associated with the section T3 where turnout P3 is located are both in an inactive state, and then moves turnout P3 to a straight position; if SPKS02_01 or SPKS01_03 is in an activated state, the interlocking system will not move turnout P3, and will not establish the safety protection area of ​​route K1-K2. If P3 is in a straight position, the interlocking system will further check whether other conditions of the safety protection area are met, and if so, the safety protection area will be established.

[0109] In particular, in the process of establishing the safety protection area of ​​the approach, when the turnout is in the specified position, regardless of whether the SPKS protection area associated with the section where the turnout is located is in an activated state, it will not affect the interlocking system's inspection of the conditions for establishing the safety protection area of ​​the approach.

[0110] like Figure 4 As shown, if the route K1-K2 has been established and the safety protection area of ​​the route stipulates that the switch P3 is in the straight position and the interlocking system detects that the switch P3 is in the straight position, then whether SPKS02_01 or SPKS01_03 is in the activated state will not affect the interlocking system to establish the inspection conditions of the safety protection area behind the route.

[0111] Under the protection of the interlocking system, when handling an approach, the approach must be established first, and the train is allowed to enter the approach only after the signal of the signal machine at the beginning of the approach is opened. Based on the above, when handling an approach, the interlocking system of the present invention combines the state of the turnouts in the approach and the state of the SPKS protection area associated with the approach to determine whether to establish the approach. Compared with activating the emergency stop area only through the SPKS system, the present invention applies the state information of the SPKS protection area associated with the approach to the interlocking control logic, which can fundamentally avoid the risks brought by premature establishment of the approach and has higher safety. In practical applications, the interlocking protection system based on the SPKS of the present invention will not establish the approach in advance, which can avoid the train outside the approach area from entering the approach area prematurely when the SPKS protection area associated with the approach exits the activation state, which helps to ensure the safety of train operation.

[0112] Furthermore, the interlocking system of the present invention will set up a safety protection area for the route when processing the route to ensure the safety of the train on the route. When the interlocking system of the present invention establishes the route, in addition to checking the conventional route establishment conditions, it only monitors and judges the SPKS protection area associated with the route, without additionally considering the status of the SPKS protection area associated with the safety protection area of ​​the route, which can ensure the efficiency of train operation while taking into account safety protection.

[0113] like Figure 2 As shown, after the route K1-K2 is established, the interlocking system will further determine whether the opening condition of the route starting signal K1 is met.

[0114] The above-mentioned signal opening condition at the beginning of the route is a necessary condition for the train to enter the route under the protection of the signal system. Figure 4 As shown, the opening of K1 signal is a necessary condition when the train is in front of K1 signal and plans to run in the upward direction.

[0115] Furthermore, the route start signal in the present invention may have different signal opening conditions in the CBTC mode and the interlocking mode. In the interlocking mode, the interlocking system fully considers the SPKS protection area status of the route and the safety protection area and the conventional opening conditions of the route start signal to ensure the safety of the interlocking control; in the CBTC mode, when the interlocking system determines whether to open the signal of the route start signal, it is not necessary to consider the SPKS protection area status associated with the route and the safety protection area, but only needs to consider the conventional opening conditions of the route start signal. After the route start signal is opened, the ATC system fully considers the SPKS protection area status associated with the route and the safety protection area and the route start signal status and other information to perform train operation control, so as to improve the safety of train operation control.

[0116] The signal mode information is sent to the interlocking system by the ATC system according to its own calculation results. It is stipulated that when the interlocking system receives valid signal mode information, it determines that the signal is in CBTC mode. When the interlocking system does not receive signal mode information or receives invalid signal mode information, it determines that the signal is in interlocking mode.

[0117] Furthermore, before and after the interlocking mode route start signal is opened, the interlocking system shall check in real time that the SPKS protection areas associated with all sections in the route and all sections in the safety protection area are in an inactive state. Figure 4As shown, the K1-K2 route has been established and the K1 signal is in interlocking mode: before the interlocking system opens the K1 signal, it is necessary to check that the SPKS protection areas SPKS03_01, SPKS02_03, SPKS02_01 and SPKS01_03 are all in an inactive state; after the K1 signal is opened, if any of SPKS03_01, SPKS02_03, SPKS02_01 and SPKS01_03 is in an activated state, the interlocking system will close the K1 signal.

[0118] Before and after the CBTC mode route start signal is opened, the interlocking system does not check whether the SPKS protection area associated with all sections inside the route or all sections in the safety protection area is in an inactive state.

[0119] Based on the above, in actual application, when the SPKS protection area is activated, the interlocking system can perform the following safety protection: (1) The train route related to the SPKS protection area cannot be processed; (2) The switches in the SPKS protection area cannot be moved due to the processing of routes and safety protection areas, but can be moved through individual operations; (3) According to the signal mode information, the route start signal related to the SPKS protection area range cannot open the permission signal, and the route start signal that has opened the route needs to turn off the permission signal; (4) The interlocking system sends the SPKS protection area activation status information, signal opening status information, safety protection area establishment status and other information associated with the route and safety protection area to the ATC system, so that the ATC system can further control the train operation and safety protection.

[0120] The information exchange and control process between the signal system (mainly the interlocking system) and the SPKS system and trackside staff is as follows: Figure 3 shown.

[0121] First, the trackside staff enters the track section to be operated as needed and presses the switch of the relevant SPKS system. Figure 4 As shown, if the trackside staff needs to enter the track section between Station 1 and Station 2 in the upward direction, they can press the switch SK01_03 or SK02_01. In particular, according to different SPKS protection area division schemes, the specific sections corresponding to the SPKS protection areas of these two switches may be different. The SPKS protection area division scheme will be explained later.

[0122] When the interlocking system detects that the SPKS switch is in the open state, it will immediately set the corresponding SPKS protection area to the active state and use it to Figure 1 , Figure 2 The system performs a series of logical operations on the interlocking system shown in the figure and sends the status to the ATC system.

[0123] When the interlocking system detects that the switch of the SPKS system is in the on state, it will also start the timer before the SPKS indicator light control command is output. After the timer delay ends, the interlocking system will output the control command to the SPKS system to light up the SPKS indicator light. Trackside workers can enter the corresponding track area for operation according to the lit SPKS indicator light.

[0124] The timer is set to ensure that: during the period from when the SPKS switch is pressed to when the SPKS indicator light is on, the train ATC system can control the train approaching the SPKS protection area to stop outside the SPKS protection area, and apply emergency braking to the train already in the SPKS protection area to stop it. The time value of the timer is calculated by the signal system based on factors such as the track line status, vehicle braking performance, and train running speed.

[0125] After the trackside staff finishes their work and exits the track area, they turn off the corresponding SPKS switch.

[0126] When the interlocking system detects that the SPKS system in the open state is converted to the closed state, it immediately sets the corresponding SPKS protection area to the inactive state, sends the information to the ATC system, and stops driving the corresponding SPKS indicator light control command.

[0127] Optionally, in order to prevent the impact of SPKS system component failure on normal train operation, an SPKS bypass switch can be set. If the staff determines that the open state of the SPKS switch is a fault, they can press the corresponding bypass switch. In actual applications, when the staff does not press the SPKS switch, if the interlocking system detects that the SPKS switch is in the pressed state due to a mechanical failure, or when the staff exits the SPKS protection area and prepares to reset the SPKS switch but finds that the SPKS switch cannot be reset, the SPKS protection area can be deactivated by pressing the bypass switch.

[0128] The safety of personnel entering the SPKS protection area is ensured through the joint protection of operation management procedures and the SPKS interlocking protection system.

[0129] In actual applications, various trackside equipment, such as turnouts, signal machines, and SPKS systems, are installed in the track line, i.e., in the fully automatic operation area. Switch machines are installed at the turnouts, and the interlocking system monitors and controls the state of the turnouts through the switch machines to better perform interlocking control; the signal machines are connected to the interlocking system, and the interlocking system is used to control the signal opening of the signal machines. The interlocking system can collect or issue instructions on the state information of various trackside equipment, so as to perform interlocking control based on the collected information and other factors in its own operation logic. At the same time, the interlocking system can also send the collected information to other subsystems of the signal system (such as the ATC system) with corresponding needs.

[0130] Furthermore, multiple SPKS systems can be set up on the rail line, each SPKS system corresponds to a SPKS protection area, and the SPKS protection areas corresponding to all SPKS systems can be superimposed to cover all sections of the rail line. Any two adjacent SPKS protection areas do not completely overlap or overlap. In actual applications, the station can be equipped with 2 or 4 SPKS systems according to whether there are adjacent stations on the left and right or the area behind the station, so as to form corresponding SPKS protection areas. For example, Figure 4 As shown, station 1 has no adjacent station and rear area on the left, but has an adjacent station 2 on the right, so two SPKS systems are set up; station 2 has one adjacent station on the left and one adjacent station on the right, so four SPKS systems are set up.

[0131] SPKS protection area division related:

[0132] The main line of urban rail transit adopts double-track and right-hand driving system. Figure 4 As shown, the normal direction of the train running on the upper track is defined as from right to left, and the normal direction of the train running on the lower track is defined as from left to right. The track is divided into several areas (divided by virtual or physical dividing points), one route contains one or more sections, and one safety protection area contains one or more sections. The signal at the entrance of each route is the route start signal, the signal at the exit of each route is the terminal signal, the section between the route start signal and the terminal signal is the section inside the route, and the terminal signal of the previous route is the route start signal of the next route.

[0133] In practical applications, the usual approach is to set a section of track flush with the boundaries of both sides of the platform as the platform section, such as Figure 4-Figure 6 Middle station 2 is provided with an up platform section T2 and a down platform section T7.

[0134] Furthermore, the common practice 2 in actual application is to dispose the exit signal at the exit boundary of the platform section in the normal operation direction, such as Figure 4-Figure 6Station 1 is equipped with an upward exit signal K4 and a downward exit signal K5, station 2 is equipped with an upward exit signal K2 and a downward exit signal K8, and station 3 is equipped with an upward exit signal K0 and a downward exit signal K10.

[0135] Furthermore, in the common practice 3 in actual application, each station sets a train approach route with the above-mentioned exit signal as the terminal signal in the normal running direction, such as Figure 4-Figure 6 In the station, station 2 is equipped with receiving routes K1-K2 and receiving routes K7-K8.

[0136] Furthermore, in the common practice of actual application, in the event of a sudden failure or other emergency, if the train is carrying passengers, the train should try its best to transport the passengers to the platform area for boarding and alighting. Figure 4 In the above situation, if the train is carrying passengers and operating to the upward section from Station 3 to Station 2, when the conditions for continuing operation from Station 1 to Station 2 are not met and Station 2 is ready to receive the train, the rail transit operator should try its best to organize the operation to transport the passengers to Platform T2 of Station 2 to board and alight, so as to avoid the passengers being stranded for a long time with the train in the inter-station section from K3 to K2.

[0137] In the present invention, when the interlocking system handles an approach, the SPKS protection area associated with the approach and the SPKS protection area associated with the safety protection area of ​​the approach are set as different SPKS protection areas, that is, the SPKS protection area associated with the approach and the SPKS protection area associated with the safety protection area of ​​the approach are different SPKS protection areas.

[0138] In actual application, when dividing the SPKS protection area, it is necessary to take into account both safety protection and operation efficiency. The mainline station is centered on the station platform and is generally divided into four protection areas: the train up train reception protection area, the train up train departure protection area, the train down train reception protection area, and the train down train departure protection area. Figures 4 to 6 As shown, the division and setting principles of SPKS protection areas include the following three types.

[0139] like Figure 4As shown, in one embodiment, the protection range of the SPKS receiving direction is the path between the outer section of the platform of the previous station and the platform section of the current station (i.e., excluding the platform section of the previous station and including the platform section of the current station); the protection range of the SPKS departure direction is the path between the platform section of the current station and the platform of the next station (i.e., including the platform section of the current station and excluding the platform section of the next platform). Among them, the protection range of the SPKS receiving direction is the SPKS protection area associated with the approach, and the protection range of the SPKS departure direction is the SPKS protection area associated with the safety protection area of ​​this approach. In this embodiment, there is an overlap between the SPKS protection area associated with the approach and the SPKS protection area associated with the safety protection area, and the overlapping area is the platform section of the current station. The advantages of this embodiment are: the setting scheme is simple, and it is easy for the trackside staff to remember and clarify the protection range corresponding to the SPKS system switch they have turned on. The disadvantage of this embodiment is that if the platform departure direction SPKS is activated and the receiving direction SPKS is not activated, under the protection of the signal system including the interlocking and ATC systems, the approach route and its safety protection area in the receiving direction cannot be established, and the train will not be able to enter the platform, affecting the efficiency of train operation. If the signal system protection is removed and the train operation is only dependent on manual command and driving, the safety of train operation will be greatly reduced. Under this division scheme, since the adjacent SPKS safety protection areas overlap on the platform track, the efficiency of platform receiving will be affected to a certain extent.

[0140] like Figure 5 As shown, in one embodiment, the protection range of the SPKS receiving direction is the path from the outer side of the safety protection area of ​​the platform of the previous station to the platform section of the current station (i.e., excluding the platform section and safety protection area of ​​the previous station, and including the platform section of the current station); the protection range of the SPKS departure direction is the path from the outer section of the platform of the current station to the section before the safety protection area of ​​the platform of the next station (i.e., excluding the platform section of the current station, excluding the platform section and platform of the next station). Relative to the previous embodiment, in this embodiment, the protection range of the SPKS departure direction is reduced, and does not include the safety protection area outside the platform of the current station and the platform boundary in the departure direction, which can further reduce the impact of the SPKS system on the pick-up operation between the adjacent stations in the departure direction. The protection range of the SPKS receiving direction is reduced, and does not include the safety protection area of ​​the departure direction at the boundary of the previous platform. The activation of the SPKS protection area will not affect the pick-up operation of the previous platform.

[0141] For example, when it is necessary to activate the SPKS protection between Station 2 and Station 1 in the upward direction, SPKS01_03 or SPKS02_01 can be activated. Furthermore, if the work area scheduled by the staff does not include T3, SPKS01_03 can be activated only at Station 1, because the SPKS protection area does not include the platform section T2 and the safety protection area section T3, and the train receiving operation from Station 3 to Station 2 will not be affected at all. Furthermore, if the work area scheduled by the staff includes T3, SPKS02_01 can be activated at Station 2, because the SPKS protection area does not include the reverse safety protection area section outside the platform section of Station 1, and the SPKS activation will not affect the reverse train receiving operation from Station 1.

[0142] If the SPKS protection area division method is used, the advantages are: the SPKS protection range does not include the safety protection areas on both sides of the adjacent station platform section, so the SPKS activation of this station does not affect the forward or reverse train receiving operations of the adjacent station platform section. The disadvantages are: the staff needs to remember the scope of the SPKS protection area, that is, it does not include the safety protection area at the boundary of the adjacent station platform, and it is necessary to install SPKS protection area boundary signs that are easy for personnel to identify on the bottom of the track or on the side wall. And if it is necessary to block all sections between two stations, both stations need to set up and activate the SPKS system, and the on-duty personnel need to operate twice.

[0143] Further, such as Figure 6 As shown, in another embodiment, the SPKS protection area associated with the route, i.e., the protection range of the SPKS receiving direction, is the path between the outer section of the platform of the previous station and the platform section of the current station (i.e., excluding the platform section of the previous station and including the platform section of the current station); the SPKS protection area associated with the safety protection area of ​​this route, i.e., the protection range of the SPKS departure direction, is the path between the outer section of the platform of the current station and the platform of the next station (i.e., excluding the platform section of the current station and excluding the platform section of the next platform). In this mode, the protection range of the SPKS departure direction does not include the platform section of the current station. When the SPKS system of the departure direction of the current station is in the protection position and the SPKS system of the receiving direction is not in the protection position, it will not affect the setting of the receiving route of the current station platform. If the starting signal of the receiving route is in the CBTC mode, the train can enter the platform area under the joint protection of the ATC system and the interlocking system, i.e., it can reduce the impact of the SPKS system of the departure direction on the receiving operation of the current station to a certain extent.

[0144] On the other hand, compared to Figure 4 and Figure 5 The plan, Figure 6The SPKS protection area division scope in the scheme is clear and the setting method is simple, which is conducive to the training and operation management of the on-duty personnel and personnel entering the track area. If you need to block the section between two adjacent stations, you can set up the SPKS system of any station. If you need to block the platform section of this station, you can activate the SPKS protection area in the direction of receiving the train at this station. Therefore, in this scheme, all sections between adjacent platforms are divided into the same SPKS area, and both platforms are equipped with SPKS systems to protect the entire section range. Activating any SPKS system of the two platforms can achieve the safety protection of the SPKS protection area between the two platforms. The division method of the SPKS protection area helps to improve the convenience of the on-duty personnel's setting.

[0145] In actual applications, the same section in the route is associated with at least one SPKS protection area; similarly, the same section in the safety protection area is associated with at least one SPKS protection area. In the present invention, the SPKS protection area associated with the route is: an SPKS protection area including part or all sections in the route; similarly, the SPKS protection area associated with the safety protection area of ​​the route is: an SPKS protection area including part or all sections of the safety protection area of ​​the route. The SPKS protection area associated with the turnout is: an SPKS protection area including the section where the turnout is located.

[0146] Optionally, the SPKS protection area corresponding to the SPKS system is activated by the interlocking system based on the startup information of the SPKS system. The SPKS system may include a switch structure and a transmission control component connected to the switch structure, and the transmission control component is used for information transmission between the switch structure and the interlocking system. During operation, the interlocking system monitors the state of the switch structure in real time through the transmission control component. When it detects that the switch structure is started, the SPKS protection area corresponding to the SPKS system is activated; when the interlocking system detects that the switch structure is closed, the interlocking system controls the SPKS protection area corresponding to the SPKS system to exit the activation state.

[0147] It is understandable that the present invention does not limit the presentation form of the switch structure, as long as it can achieve the corresponding functional role. For example, the switch structure can be an activation button (which can be set in the station duty room). When the activation button is pressed, it is equivalent to the switch structure being activated, that is, the SPKS system is activated to activate the corresponding SPKS protection area through the interlocking system so that the staff can enter the area to work; the activation button is reset to the original position from the pressed state, which is equivalent to the SPKS system being turned off. The interlocking system detects that the activation button is restored and cancels the activation state of the SPKS protection area. In another embodiment, the switch structure can also be a key switch. Before entering the SPKS protection area, the staff must first put the key switch from the "normal" position to the "protection" position to start the SPKS system; after the staff completes the work in the SPKS protection area and exits the SPKS protection area, the key switch is placed from the "protection" position to the "normal" position to make the corresponding SPKS protection area exit the activation state.

[0148] Furthermore, the SPKS system further includes an SPKS indicator light, which is connected to the transmission control component and can receive a lighting command from the interlocking system through the transmission control component. The SPKS indicator light has two states: on and off. When it is in the on state, it indicates that the SPKS protection area has been formed and the staff can enter the SPKS protection area, i.e., the track area, to work; when the SPKS indicator light is in the off state, the staff cannot enter the track area to work. Optionally, the SPKS indicator lights can be set at both ends of the SPKS protection area (usually at both ends of the station) to remind the staff of the boundary position of the SPKS protection area.

[0149] Based on the above, if Figure 3As shown, in one embodiment, when the staff presses the activation button of the SPKS system and the interlocking system detects that the activation button of the SPKS system is pressed, the interlocking system activates the SPKS protection area in real time, and the relevant routes cannot be processed, the relevant switches cannot be automatically operated, and the relevant signals cannot be opened. When the interlocking system detects that the activation button of the SPKS system is pressed, the SPKS control delay is started, and after the preset time period, the SPKS indicator light of the SPKS system is driven to light up. That is, when the interlocking system detects that the SPKS system is started, the delay countdown is performed, and after the delay count ends, the lighting command is driven again. On the other hand, when the interlocking system detects that the SPKS protection area is activated, the relevant information will be sent to the ground ATC system so as to control the trains inside and outside the SPKS protection area. After receiving the relevant information, the ATC system cancels the movement authorization of the trains in the SPKS protection area in real time. If the train is moving, the emergency braking command is superimposed on the train. At the same time, the ATC system will cancel the movement authorization of the trains outside the SPKS protection area to enter the SPKS protection area. For example, the ATC system immediately applies emergency brakes to FAO trains and CBTC (continuous traffic) level trains that have entered the SPKS protection area. The preset time period delayed between the activation of the SPKS protection area and the lighting of the SPKS indicator light can provide sufficient surplus time for the ATC system to control trains inside and outside the SPKS protection area to ensure that the SPKS protection area is in a safe state.

[0150] like Figure 3 As shown, after the preset time period, the delay ends, the SPKS indicator light turns on, and the staff can enter the track area to perform operations. At this time, the signal system such as the ATC system has ensured the safety of the track area, there are no moving trains in the SPKS protection area, and no train will enter the SPKS protection area under the instruction of the signal system. After the staff has completed their work and exited the SPKS protection area, the pressed activation button is canceled. When the interlocking system detects that the SPKS system is turned off (for example, the activation button is restored), the SPKS indicator light command is canceled and this information is sent to the ATC system. At this time, the relevant train route processing, safety protection area processing, and route start signal opening are not affected by the SPKS protection area.

[0151] Furthermore, the SPKS system also includes a bypass component, which is connected to the transmission control component so that the interlocking system monitors the bypass component through the transmission control component, and the bypass component is used to open or close the SPKS system when the switch structure fails. The bypass component has a bypass state and a non-bypass state. When it is in the non-bypass state, the bypass component will not close the SPKS system. When it is in the bypass state, the bypass component closes the SPKS system. In actual applications, the interlocking system can activate the corresponding SPKS protection area according to the open state of the switch structure and the non-bypass state of the bypass component. The interlocking system can also exit the activation state of the corresponding SPKS protection area according to the closed state of the switch structure and the bypass state of the bypass component.

[0152] Path establishment related:

[0153] Based on the above, the present invention proposes an interlocking protection method of SPKS, such as Figure 1 As shown, the method includes: S1, the interlocking system receives a command to establish a route; S2, the interlocking system determines whether the SPKS protection area associated with the route is in an inactivated state; S3, when the SPKS protection area associated with the route is in an inactivated state, the interlocking system determines whether there is a turnout within the route range; if there is no turnout within the route range, enter S4; S4, the interlocking system checks whether other conditions for establishing the route are met; S5, when other conditions for establishing the route are met, the interlocking system establishes the route.

[0154] From the above, it can be seen that when the interlocking system establishes the route, the present invention fully considers the state of the turnouts in the route and the state of the SPKS protection area associated with the route. Compared with only activating the emergency stop area through the SPKS system, the present invention applies the state information of the SPKS protection area associated with the route to the interlocking control logic, which can fundamentally avoid the risks brought by premature establishment of the route and has higher safety. At the same time, when the interlocking system establishes the route, the present invention first judges the state of the SPKS protection area associated with the route. If the SPKS protection area associated with the route is in an activated state, no action will be taken regardless of whether the turnouts in the route are in the specified position. In the prior art, the relevant state of the SPKS protection area is not considered when establishing the route, and only the relevant control is performed based on the state of the SPKS protection area in the track control after the route is successfully established. For example, in one embodiment, a route includes multiple turnouts. If the SPKS protection area associated with the section where some turnouts are located is in an activated state, and the SPKS protection area associated with the section where the other turnouts are located is in an inactivated state, based on the prior art, when establishing the route, if the turnouts with the associated SPKS protection area in an inactivated state are not in the specified position, the interlocking system will automatically move them to the specified position. In the present application, since at least part of the SPKS protection area associated with the route is in an activated state, the turnout will not be moved. Therefore, compared with the prior art in which the SPKS system is only used to suppress various actions in the corresponding SPKS protection area, the present invention can prevent the turnouts in the route from performing invalid actions.

[0155] On the other hand, when establishing the route, the present invention sets the preset range behind it as a safety protection area to ensure the safety of the train in the route. At the same time, the SPKS protection area associated with the route and the SPKS protection area associated with the safety protection area of ​​this route are different SPKS protection areas (the two are preferably not overlapped). Based on the above, when establishing the route, the present invention only monitors the SPKS protection area associated with the route, without additionally considering the state of the SPKS protection area associated with the safety protection area of ​​the route, that is, the state of the SPKS protection area associated with the exit direction. The SPKS protection area associated with the safety protection area can be better controlled to affect the normal operation area when it is activated, so as to avoid the train being stranded in the tunnel section due to the inability to process the route or open the permission signal due to the activation of the SPKS protection area associated with the safety protection area. Therefore, this method ensures the efficiency of train operation while taking into account safety protection. For example, if only the SPKS protection area corresponding to the exit direction of the platform is activated when other conditions are met, it will not affect the train receiving operation of the station.

[0156] Furthermore, if the interlocking system in S2 determines that there is a turnout within the route range, the interlocking system needs to determine whether the turnout within the route range is at the specified position; when the turnout within the route range is at the specified position, enter S4, that is, continue to perform operations such as the interlocking system checking whether other conditions for establishing the route are met. Based on the above, it can be seen that when establishing the route, the present invention not only fully considers the status of the SPKS protection area associated with the route, but also fully considers the status of the turnout in the route to improve the safety of route handling.

[0157] Furthermore, when the turnout in the route range is not in the specified position, the interlocking system moves the turnout to make it in the specified position, and enters S4, that is, the interlocking system continues to check whether other conditions for route establishment are met. Based on the above method, the present invention automatically moves the turnout in the route while ensuring that the SPKS protection area associated with the entire route is in an inactive state, thereby avoiding invalid action of the turnout.

[0158] Based on the above, if the SPKS protection area is activated to suppress the switches and signals within its range, and the information such as the status of the SPKS protection area is not applied to the logic of route establishment, when establishing the route in the prior art, the interlocking system will only check the conventional conditions for establishing the route (the conventional conditions do not include the status of the SPKS protection area associated with it). When various conventional conditions are met, the route will be established normally, and then in the track operation control, the relevant suppression control will be performed through the status of the SPKS protection area. In the present application, the status of the SPKS protection area associated with the route is fully considered and applied to the logic of route establishment. Not only can the action of equipment such as switches be suppressed by the SPKS system, but also the risks brought by premature route establishment can be avoided.

[0159] Furthermore, when judging the state of the SPKS protection area associated with the route in S2, if the SPKS protection area associated with the route is in an activated state, the interlocking system does not perform the route establishment operation, and the route and its safety protection area are both unsuccessful in establishment, and the process ends. Based on the above method, the safety of train operation can be guaranteed.

[0160] Furthermore, when checking other conditions for establishing the route (conventional conditions for establishing the route) in S4, if other conditions for establishing the route are not met, the interlocking system does not perform the route establishment operation, and the route and its safety protection area are both unsuccessfully established, and the process ends. Based on the above method, the safety of train operation can be guaranteed.

[0161] Security protection area establishment related:

[0162] In order to further ensure the safety of trains on the route, prevent trains from advancing recklessly due to operational errors or equipment failures, and improve the safety and efficiency of train operation, the present invention can also set up a safety protection area for this route while establishing the route.

[0163] Specifically, Figure 1 As shown, the interlocking protection method of the SPKS of the present invention also includes: S6, when the route is successfully established, the interlocking system determines whether there is a turnout within the preset range behind the route. If there is no turnout within the preset range behind the route, enter S7; S7, the interlocking system checks whether the conditions for establishing a safety protection area are met; S8, when the conditions for establishing a safety protection area are met, the interlocking system sets the preset range as the safety protection area of ​​this route; S9, the route and its safety protection area are successfully established. Based on the above, the safety protection area of ​​the route can be established to improve the safety of the train during the route.

[0164] Furthermore, if there is a turnout within the preset range behind the approach, the interlocking system determines whether the turnout within the preset range is at the specified position; when the turnout within the preset range is at the specified position, it enters S7, that is, continues to check whether the conventional conditions for establishing the safety protection area are met. Based on the above, it can be seen that when setting the safety protection area of ​​the approach, the present invention fully considers the state of the turnout in the safety protection area to improve the safety of the safety protection area established when the approach is handled.

[0165] Furthermore, if the turnout within the preset range is not at the specified position, the interlocking system determines whether the SPKS protection area associated with the turnout within the preset range is in an inactive state; if the SPKS protection area associated with this turnout is in an inactive state, the interlocking system moves the turnout to be located at the specified position and enters S7, i.e., continues to check whether the conventional conditions for establishing the safety protection area are met. Based on the above, it can be seen that when setting the safety protection area of ​​the approach, the present invention fully considers the state of the SPKS protection area associated with the turnout in the safety protection area to improve the safety of the approach.

[0166] Furthermore, when the interlocking system determines the state of the SPKS protection area associated with the turnout in the safety protection area, if the SPKS protection area associated with the turnout is in an activated state, the interlocking system does not perform the turnout operation, the safety protection area cannot be established, and only the route is established successfully. Based on the above, it can be seen that when the SPKS protection area associated with the turnout in the safety protection area is activated, the turnout in the area will not be moved due to the establishment of the route by the interlocking system. This method can prevent workers entering the track area from being injured due to the turnout action.

[0167] Furthermore, when checking whether the conventional conditions for establishing the safety protection area are met in S7, if other conditions for establishing the safety protection area are not met, the safety protection area cannot be established, and only the route is successfully established. If only the route is successfully established, the signal opening condition of the route start signal can be checked. If the signal opening condition of the route start signal is met, the train route in the route area is not affected, that is, the corresponding station of the route can continue to receive trains.

[0168] Signal opening of the route start signal:

[0169] like Figure 2 As shown, in the interlocking protection method of the SPKS of the present invention, the signal opening of the route start signal can also be controlled. At the same time, in practical applications, the interlocking system can have an interlocking mode and a CBTC mode. In the interlocking mode, the ATC system has a small degree of participation in the train operation control of the track area, and mainly relies on the interlocking system to control the train operation; in the CBTC mode, the ATC system can be more involved in the train operation control of the track area. Correspondingly, there are two modes for the route start signal (CBTC level and interlocking level mode). In practical applications, the ATC system can determine which mode the route start signal is in, and send the information to the interlocking system.

[0170] Based on the above, if Figure 2 As shown, the interlocking protection method of the SPKS also includes: when the route is successfully established, the interlocking system checks whether it has received information from the ATC system that the route start signal is in CBTC mode; if the interlocking system receives information from the ATC system that the route start signal is in CBTC mode, the interlocking system performs an open condition check of the route start signal in the CBTC mode; if the interlocking system does not receive information from the ATC system that the route start signal is in CBTC mode, the interlocking system performs an open condition check of the route start signal in the interlocking mode.

[0171] In interlocking mode and CBTC mode, the route start signal can have different signal opening conditions. Specifically, in CBTC mode, the opening conditions of the route start signal do not include: whether the SPKS protection area associated with the route is in an activated state, whether the safety protection area of ​​the route is established, and whether the SPKS protection area associated with the safety protection area of ​​the route is in an activated state.

[0172] Based on the above, the interlocking protection method of SPKS also includes: in the CBTC mode, the interlocking system determines whether the opening conditions of the route starting signal in the CBTC mode are met; when the opening conditions of the route starting signal in the CBTC mode are met, the interlocking system opens the route starting signal, and sends the opening status of the route starting signal and the status of the SPKS protection area associated with the route, the safety protection area establishment status of the route and the status of the SPKS protection area associated with the safety protection area to the ATC system; the ATC system controls the train operation based on the received information.

[0173] Based on the above method, when the signal opening condition of the route start signal is checked in the CBTC mode, there is no need to consider the status of the SPKS protection area associated with the route and various related information of the safety protection area. It is only necessary to check the conventional opening conditions of the route start signal. After the route start signal is opened, the ATC system fully considers the information such as the status of the SPKS protection area associated with the route and the safety protection area and the status of the route start signal to control the train operation, so as to improve the safety of the train operation control and ensure the autonomy of the ATC system in controlling the train operation. Therefore, in the CBTC mode, when only the platform exit direction, that is, the SPKS protection area associated with the safety protection area, is activated, it will not affect the handling of the train route and the opening permission signal of the start signal, that is, it will not affect the train receiving operation of the station. When the corresponding SPKS protection area needs to be activated at one end of the platform because the staff enters the track area for maintenance, it will not affect the receiving operation of the train from another station to this station.

[0174] Furthermore, if the interlocking system determines that the opening condition of the route start signal in the CBTC mode is not met, the interlocking system does not open the route start signal.

[0175] Based on the above method, in the CBTC mode, no matter whether the status of the safety protection area of ​​the approach is established or the status of the SPKS protection area associated with the safety protection area, it will not affect the opening of the permission signal of the approach starting signal. That is, in the CBTC mode, only when the safety protection area coincides with the SPKS protection area, it will not affect the approach processing and the opening of the permission signal of the approach starting signal. If the conditions are met, the corresponding station of the approach can continue to receive trains, which helps to improve the train operation efficiency.

[0176] like Figure 2As shown, the interlocking system performs an opening condition check of the route start signal in the interlocking mode, including: the interlocking system checks whether the SPKS protection area associated with the route is in an inactivated state; if all the SPKS protection areas associated with the route are in an inactivated state, the interlocking system checks whether the safety protection area of ​​this route has been established; if the safety protection area has been established, the interlocking system checks whether the SPKS protection area associated with the safety protection area of ​​the route is in an inactivated state; if the SPKS protection area associated with the safety protection area is in an inactivated state, the interlocking system checks whether other conditions for signal opening of the route start signal in the interlocking mode are met; if other conditions for signal opening of the route start signal in the interlocking mode are met, the interlocking system opens the route start signal. Based on the above method, when the present invention performs a signal opening condition check of the route start signal in the interlocking mode, it fully considers the status of the SPKS protection area of ​​the route and the safety protection area and the conventional opening conditions of the route start signal to ensure the safety of the interlocking control, and then ensure the safety of the train operation.

[0177] Furthermore, if the SPKS protection area associated with the route is in an activated state, the interlocking system will not open the route start signal. Similarly, if the safety protection area of ​​the route is not established, the interlocking system will not open the route start signal. Similarly, if the SPKS protection area associated with the safety protection area of ​​the route is in an activated state, the interlocking system will not open the route start signal. Similarly, if the other conditions for the opening of the signal at the start of the route in the interlocking mode are not met, the interlocking system will not open the route start signal. Based on the above method, the safety of the interlocking control can be guaranteed, and then the safety of the train operation can be guaranteed.

[0178] Based on the above, when the route is successfully established in the interlocking mode and the route starting signal is opened, if the interlocking system detects that the SPKS protection area associated with the route is activated or the SPKS protection area associated with the safety protection area of ​​the route is activated, the interlocking system immediately closes the route starting signal to prevent subsequent trains from continuing to enter the route area.

[0179] Based on the same inventive concept, the present invention provides an electronic device, comprising: a memory and a processor, wherein a computer program is stored on the memory, and when the computer program is executed by the processor, the steps of the aforementioned SPKS interlocking protection method are implemented.

[0180] Based on the same inventive concept, the present invention provides a readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the aforementioned SPKS interlocking protection method are implemented.

[0181] To sum up, in the interlocking protection method, system, electronic device and readable storage medium of an SPKS of the present invention, the interlocking protection method of the SPKS fully considers the switch status in the route and the status of the SPKS protection area associated with the route when establishing the route, and fully applies them to the interlocking control logic, which can fundamentally avoid the risks brought by premature establishment of the route and has higher safety.

[0182] Furthermore, when establishing an approach, the present invention only monitors the SPKS protection area associated with the approach, without additionally considering the status of the SPKS protection area associated with the safety protection area of ​​the approach, thereby ensuring the efficiency of train operation while taking safety protection into account.

[0183] Furthermore, in the interlocking protection system of the SPKS of the present invention, the interlocking system can apply the status information of the SPKS protection area to the control logic such as train operation route management, train operation safety protection area generation, route starting signal opening and switch operation based on its own logical operation, so as to improve the safety of the interlocking control, and at the same time help to ensure the operation efficiency of the train.

[0184] Although the content of the present invention has been described in detail through the above preferred embodiments, it should be appreciated that the above description should not be considered as a limitation of the present invention. After reading the above content, it will be apparent to those skilled in the art that various modifications and substitutions of the present invention will occur. Therefore, the protection scope of the present invention should be limited by the appended claims.

Claims

1. An interlocking protection method for SPKS, characterized in that: Include: S1, the interlocking system receives the route establishment command; S2, the interlocking system determines whether the SPKS protection area associated with the approach is in an inactive state; S3: When the SPKS protection area associated with the route is in an inactive state, the interlocking system determines whether there is a turnout within the route range; if there is no turnout within the route range, enter S4; S4. The interlocking system checks whether other conditions for establishing the route are met; S5. When other conditions for establishing the route are met, the interlocking system establishes the route.

2. The interlocking protection method of SPKS according to claim 1, characterized in that: If there is a turnout within the route range, the interlocking system determines whether the turnout within the route range is in the specified position; When the turnout in the route range is at the specified position, enter S4.

3. The interlocking protection method of SPKS according to claim 2, characterized in that: When the switch in the route range is not in the specified position, the interlocking system moves the switch to the specified position of the route and enters S4.

4. The interlocking protection method of SPKS according to claim 1, characterized in that: If the SPKS protection area associated with the route is in an activated state, the interlocking system will not perform the route establishment operation, the route and its safety protection area will not be established successfully, and the process will end.

5. The interlocking protection method of SPKS according to claim 1, characterized in that: If other conditions for route establishment are not met, the interlocking system will not execute the route establishment operation, the route and its safety protection area will not be established successfully, and the process will end.

6. The interlocking protection method of SPKS according to claim 1, characterized in that: Also includes: S6. When the route is established successfully, the interlocking system determines whether there is a turnout within the preset range behind the route. If there is no turnout within the preset range behind the route, enter S7; S7, the interlocking system checks whether the conditions for establishing a safety protection area are met; S8. When the conditions for establishing a safety protection area are met, the interlocking system sets the preset range as the safety protection area of ​​this approach; S9. The approach and its safety protection area are established successfully.

7. The interlocking protection method of SPKS according to claim 6, characterized in that: If there is a turnout within the preset range behind the approach, the interlocking system determines whether the turnout within the preset range is at the specified position; when the turnout within the preset range is at the specified position, enter S7.

8. The interlocking protection method of SPKS according to claim 7, characterized in that: If the turnout within the preset range is not at the specified position, the interlocking system determines whether the SPKS protection area associated with the turnout within the preset range is in an inactive state; if the SPKS protection area associated with the turnout is in an inactive state, the interlocking system moves the turnout to be at the specified position and enters S7; If the SPKS protection area associated with this turnout is in an activated state, the interlocking system will not perform the turnout switching operation, the safety protection area cannot be established, and only the approach will be established successfully.

9. The interlocking protection method of SPKS according to claim 6, characterized in that: If other conditions for establishing a safety protection area are not met, the safety protection area cannot be established and only the route is established successfully.

10. The interlocking protection method of SPKS according to claim 8, characterized in that: The SPKS protection area associated with the turnout is: the SPKS protection area including the section where the turnout is located.

11. The interlocking protection method of SPKS according to claim 1, characterized in that: The SPKS protection area associated with the route and the SPKS protection area associated with the safety protection area of ​​the route are different SPKS protection areas.

12. The interlocking protection method of SPKS according to claim 1, characterized in that: The route includes at least one section, and the same section is associated with at least one SPKS protection area; The SPKS protection area associated with the route is: the SPKS protection area that includes part or all sections of the route.

13. The interlocking protection method of SPKS according to claim 6, characterized in that: The safety protection area of ​​the approach includes at least one section, and the same section is associated with at least one SPKS protection area; The SPKS protection area associated with the safety protection area of ​​the approach is: the SPKS protection area that includes part or all sections of the safety protection area of ​​the approach.

14. The interlocking protection method of SPKS according to claim 1, characterized in that: Also includes: When the route is established successfully, the interlocking system checks whether it has received information from the ATC system indicating that the route start signal is in CBTC mode; If the interlocking system receives information from the ATC system that the route start signal is in CBTC mode, the interlocking system performs an open condition check of the route start signal in CBTC mode; If the interlocking system does not receive the information sent by the ATC system that the route start signal is in CBTC mode, the interlocking system performs an open condition check of the route start signal in the interlocking mode.

15. The interlocking protection method of SPKS according to claim 14, characterized in that: Also includes: In CBTC mode, the interlocking system determines whether the opening conditions of the route start signal in CBTC mode are met; When the opening conditions of the route start signal in the CBTC mode are met, the interlocking system opens the route start signal and sends the opening status of the route start signal, the status of the SPKS protection area associated with the route, the establishment status of the safety protection area of ​​the route, and the status of the SPKS protection area associated with the safety protection area to the ATC system; The ATC system controls train operation based on the received information.

16. The interlocking protection method of SPKS according to claim 15, characterized in that: If the interlocking system determines that the opening conditions of the route start signal in the CBTC mode are not met, the interlocking system will not open the route start signal.

17. The interlocking protection method of SPKS according to claim 14 or 15, characterized in that: The opening conditions of the route starting signal in the CBTC mode do not include: whether the SPKS protection area associated with the route is in an activated state, whether the safety protection area of ​​the route is established, and whether the SPKS protection area associated with the safety protection area of ​​the route is in an activated state.

18. The interlocking protection method of SPKS according to claim 14, characterized in that: The interlocking system performs the open condition check of the route start signal in the interlocking mode, including: The interlocking system checks whether the SPKS protection area associated with the approach is in an inactive state; If all SPKS protection areas associated with the approach are in an inactive state, the interlocking system checks whether the safety protection area of ​​this approach has been established; If the safety protection area has been established, the interlocking system checks whether the SPKS protection area associated with the safety protection area of ​​the approach is in an inactive state; If the SPKS protection area associated with the safety protection area is in an inactive state, the interlocking system checks whether other conditions for the signal opening of the route start signal in the interlocking mode are met; If other conditions for opening the signal of the route start signal in the interlocking mode are met, the interlocking system will open the route start signal.

19. The interlocking protection method of SPKS according to claim 18, characterized in that: If the SPKS protection area associated with the route is in the activated state, the interlocking system will not open the route start signal; If the safety protection area of ​​the route is not established, the interlocking system will not open the route start signal; If the SPKS protection area associated with the safety protection area of ​​the route is in the activated state, the interlocking system will not open the route start signal; If other conditions for opening the signal of the route start signal in the interlocking mode are not met, the interlocking system will not open the route start signal.

20. The interlocking protection method of SPKS according to claim 14, characterized in that: After the route is successfully established in the interlocking mode and the route starting signal is opened, if the interlocking system detects that the SPKS protection area associated with the route is activated or the SPKS protection area associated with the safety protection area of ​​the route is activated, the interlocking system immediately closes the route starting signal.

21. The interlocking protection method of SPKS according to claim 1, characterized in that: The SPKS protection area is activated by the interlocking system based on the start-up information of the SPKS system.

22. The interlocking protection method of SPKS according to claim 21, characterized in that: After the interlocking system detects that the SPKS system is activated, the interlocking system delays for a preset period of time and then drives the SPKS indicator light lighting command of the SPKS system.

23. The interlocking protection method of SPKS according to claim 1, characterized in that: When the SPKS protection area is activated, the interlocking system sends this information to the ATC system; after receiving the corresponding information, the ATC system cancels the movement authorization of the train in the activated SPKS protection area in real time, and implements emergency braking to stop the train from moving, and shortens the movement authorization of the train outside the activated SPKS protection area to the outside of the SPKS protection area boundary to prevent the train from entering the activated SPKS protection area.

24. An interlocking protection system of SPKS, characterized in that: It is used to implement the interlocking protection method of the SPKS according to any one of claims 1 to 23, and the interlocking protection system of the SPKS comprises: An interlocking system, which is used for interlocking control in rail transit, and the interlocking system can monitor and control the status of turnouts; An SPKS system is arranged in the station. The SPKS system is connected to the interlocking system. When the SPKS system is started, the corresponding SPKS protection area can be activated. When the SPKS protection area is activated, the access route related to the SPKS protection area cannot be processed, the related turnout cannot be automatically operated, and the related signal cannot be opened; The interlocking system can use the status of the SPKS protection area in the control logic of train operation route management, signal opening and turnout operation based on its own logical operation.

25. The interlocking protection system of SPKS according to claim 24, characterized in that: Also includes: An ATC system connected to the interlocking system, the ATC system is used for automatic control of train operation; the interlocking system is also used to send activation status information of the SPKS protection area to the ATC system in real time so that the ATC system can control the train operation; A signal machine is connected to the interlocking system, and the interlocking system is used to control the signal opening of the signal machine.

26. The interlocking protection system of SPKS according to claim 24, characterized in that: When the interlocking system processes an approach, the SPKS protection area associated with the approach and the SPKS protection area associated with the safety protection area of ​​the approach are set as different SPKS protection areas.

27. The interlocking protection system of SPKS according to claim 24, characterized in that: Several SPKS systems are set up on the track line. The SPKS protection areas corresponding to all SPKS systems cover all sections of the track line. Any two adjacent SPKS protection areas do not completely overlap or do not overlap.

28. The interlocking protection system of SPKS according to claim 24, characterized in that: The SPKS system comprises: Switch structure; A transmission control component connected to the switch structure, the transmission control component is used for information transmission between the switch structure and the interlocking system; The interlocking system monitors the status of the switch structure through the transmission control component. When it detects that the switch structure is started, it activates the SPKS protection area corresponding to this SPKS system; when the interlocking system detects that the switch structure is closed, the interlocking system controls the SPKS protection area corresponding to this SPKS system to exit the activation state.

29. The interlocking protection system of SPKS according to claim 28, characterized in that: The SPKS system further comprises: An SPKS indicator light, which is connected to the transmission control component, and the SPKS indicator light can receive a lighting command of the interlocking system through the transmission control component; A bypass component is connected to the transmission control component, and the bypass component is used to shut down the SPKS system when the switch structure fails.

30. An electronic device, characterized in that: The electronic device comprises: a memory and a processor, wherein: The memory stores a computer program, and when the computer program is executed by the processor, the steps of the interlocking protection method of the SPKS according to any one of claims 1 to 23 are implemented.

31. A readable storage medium, characterized in that: The readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the interlocking protection method of the SPKS according to any one of claims 1 to 23 are implemented.

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