An interlocking protection method, system, electronic device and readable storage medium for SPKS

Abstract

The present invention discloses an interlocking protection method, system, electronic device, and readable storage medium for a SPKS system. The SPKS interlocking protection method comprises: S1: an interlocking system receives a command to establish a route; S2: the interlocking system determines whether the SPKS protection zone associated with the route is in an inactive state; S3: when the SPKS protection zone 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, the process proceeds to S4; S4: the interlocking system checks whether other conditions for establishing the route are met; S5: when the other conditions for establishing the route are met, the interlocking system establishes the route. The SPKS interlocking protection method has the advantage that, when establishing the route, the interlocking control logic fully incorporates the turnout status within the route and the status of the SPKS protection zone associated with the route, fundamentally avoiding the risk of invalid turnout action caused by prematurely triggering the route establishment operation, resulting in higher safety and economic efficiency.

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 device and readable storage medium of SPKS based on route control, switch control and signal control. Background Art

[0002] Urban rail transit is not only the most important mode of transportation in a city, but also the most important urban infrastructure. In recent years, with the rapid development of control technology and communication technology, urban rail transit has gradually transformed 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 not in the area do not enter the area, thereby solving the safety protection problem of 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 will 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 above-mentioned technical problems, the purpose 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 is safer.

[0006] In order to achieve the above object, the present invention is implemented through 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, the system proceeds to 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 the specified position;

[0014] When the switch 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 both unsuccessfully established, 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 successfully established, and the process ends.

[0018] Optionally, also include:

[0019] 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, the system proceeds to S7.

[0020] S7, the interlocking system checks whether the conditions for establishing the 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 were successfully established.

[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 switch within the preset range is not in the specified position, the interlocking system determines whether the SPKS protection area associated with the switch within the preset range is in an inactivated state; if the SPKS protection area associated with the switch is in an inactivated state, the interlocking system moves the switch to the specified position and enters S7;

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

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

[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 route 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 route is: the SPKS protection area that includes part or all sections of the safety protection area of ​​the route.

[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 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.

[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 CBTC mode are met, the interlocking system opens the route start signal and sends the route start signal opening status, 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 operations 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 start 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 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 the 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 the inactive state, the interlocking system checks whether the other conditions for the signal opening of the route start signal in the interlocking mode are met;

[0048] If other conditions for opening 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 zone associated with the route is active, 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 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 interlocking mode and the route starting signal is open, 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 activated, 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 of 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 of the train located 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 an SPKS is provided, which is used to implement the aforementioned interlocking protection method of an SPKS. The interlocking protection system of the SPKS includes:

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

[0059] An SPKS system is installed in the station and is connected to the interlocking system. When the SPKS system is activated, the corresponding SPKS protection area can be activated. When the SPKS protection area is activated, the routes related to the SPKS protection area cannot be processed, the related switches cannot be automatically operated, and the related signals cannot be opened;

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

[0061] Optionally, also include:

[0062] An ATC system connected to the interlocking system, the ATC system being used to automatically control 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 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 provided 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 includes:

[0067] Switch structure;

[0068] a transmission control component connected to the switch structure, the transmission control component being used for transmitting information 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 connected to the transmission control assembly, the SPKS indicator light receiving a lighting command of the interlocking system through the transmission control assembly;

[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 includes: 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] The present invention provides an interlocking protection method, system, electronic device, and readable storage medium for SPKS systems. When establishing a route, the SPKS interlocking protection method fully considers the status of the switches within the route and the status of the SPKS protection zones associated with the route, fully applying these considerations to the interlocking control logic. This method can fundamentally prevent the risks to trackside personnel caused by premature triggering of route establishment operations, resulting in invalid switch actions. This provides enhanced safety. Furthermore, because this method can avoid invalid switch actions and reduce the frequency of equipment use, it can also reduce the probability of failure of the switch switching device, improve the availability of the trackside switch system, and reduce equipment maintenance costs, resulting in enhanced economic efficiency.

[0077] Furthermore, in the SPKS interlocking protection method 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, which can avoid 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 status of the switch in the safety protection area and the status of the SPKS protection area associated with the switch are fully considered, which can avoid the risks brought by turning the switch and improve 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 one embodiment of the present invention. Those skilled in the art can also derive other drawings based on these drawings without inventive effort:

[0080] Figure 1 A schematic diagram of a method for establishing an approach and a safety protection area thereof by combining an interlocking system with the status of an SPKS protection area in an interlocking protection method of the present invention;

[0081] Figure 2 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 3Schematic 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 This is another schematic diagram of the division of the SPKS protection area of ​​the present invention. DETAILED DESCRIPTION

[0086] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only 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 making creative efforts shall fall within the scope of protection of the present invention.

[0087] It should be noted that, in this document, the terms "include," "comprise," "have," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or terminal device that includes a series of elements includes not only those elements but also other elements not explicitly listed, or also includes elements inherent to such process, method, article, or terminal device. In the absence of further limitations, elements defined by the phrase "include..." or "comprising..." do not exclude the presence of additional elements in the process, method, article, or terminal device that includes the elements.

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

[0089] As can be seen from the foregoing, existing rail transit systems only implement parking control in corresponding protection zones based on the status of the SPKS system, but fail to apply this technology to rail transit interlocking control logic, particularly in aspects such as route management. Based on this, the present invention provides an SPKS interlocking protection system that combines the SPKS system with an interlocking system, improving the control logic for fully automatic operation to balance operational 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 for 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 (see Figures 1 to 3 ).

[0091] Furthermore, the interlocking protection system of the SPKS also includes an ATC system, which is in communication with the interlocking system and is used to automatically control the operation of trains. 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 operation of the train. 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 of the train located in the activated SPKS protection area in real time, applies emergency braking to stop the train from moving, and shortens the movement authorization of 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 interlocking system and its safety protection area 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 in the figure, after receiving the route establishment command, the interlocking system first determines whether all SPKS protection areas associated with the route are in the inactive state. If so, 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 the two signal sections between the two signal sections. The route start signal and the end signal refer to two adjacent signal sections on both sides of the track section and in the same direction. Figure 4The route is K1-K2, the route starting signal 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 In the figure, 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 section overlaps with the section of the SPKS protection area. 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 zones associated with the route are inactive, it proceeds to determine whether there is a turnout within the route range. If the route range includes a turnout, the interlocking system also determines whether the turnout is within the specified position for the route. If the turnout is not within the specified position, the interlocking system will output a turnout control command to move the turnout to the specified position.

[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 switch is a line connection device that allows trains to switch from one track to another. A switch switching device is installed in the switch section. The interlocking system connects to the switch switching device to obtain the switch position in real time. The switch position includes three states: straight, lateral, and squeezed. The squeezed state refers to the switch being neither straight nor lateral. The interlocking system connects to the switch switching device and outputs control commands to the switch switching device to achieve control of the switch position. These control commands include commands to move the switch straight and commands to move the switch sideways.

[0101] like Figure 1 As shown in the figure, after the interlocking system determines that there are no switches in the route or that the switches are in the specified position, it will determine whether the other conditions for route establishment are met. If so, the interlocking system will execute the route establishment operation. If not, the interlocking system will not execute the route establishment operation or the subsequent safety protection area establishment for the route.

[0102] After the interlocking system sets up a 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 to ensure the safety of trains about to enter the route.

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

[0104] The approach safety zone is a pre-set safety zone behind the route to prevent a train from being unable to stop before the route's terminal signal for some reason. Once the approach safety zone is established, the interlocking system prevents the establishment of routes or safety zones that pose a risk of head-on or side collision with it. Furthermore, if the approach safety zone is established, the ATC system can allow trains to enter the route at higher speeds and approach the route's terminal signal.

[0105] The "front" and "back" mentioned in this plan refer to the relative positions between adjacent signals or sections according to the direction of train operation. Among them, "front" refers to the position or range that is reached first according to the direction of train operation; "back" 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 establishing a safety protection zone for an approach route, the interlocking system first determines whether there is a switch within the zone. If so, the interlocking system determines whether the switch is in the specified position. If not, the interlocking system determines whether the SPKS associated with the switch is inactive. If so, the interlocking system moves the switch to the specified position. If not, the interlocking system does not move the switch and does not establish a safety protection zone for the approach route.

[0107] If there is no switch in the safety protection area, or the switch 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 zone for route K1-K2 can be set to the T3 section behind the route. If the safety protection zone specifies that turnout P3 is in the straight-ahead position, but turnout P3 is not in this position (P3 is in a sideways or squeezed position), the interlocking system will determine that the SPKS protection zones SPKS02_01 and SPKS01_03 associated with turnout P3's section T3 are both inactive after the K1-K2 route is successfully established. It will then move turnout P3 to the straight-ahead position. If SPKS02_01 or SPKS01_03 is active, the interlocking system will not move turnout P3 and will not establish the safety protection zone for route K1-K2. If P3 is in the straight-ahead position, the interlocking system will further check whether the other safety protection zone conditions are met and, if so, establish the safety protection zone.

[0109] In particular, in the process of establishing the safety protection area of ​​the approach, when the switch is in the specified position, regardless of whether the SPKS protection area associated with the section where the switch 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 inspection conditions of the interlocking system to establish the safety protection area behind the route.

[0111] Under the protection of the interlocking system, when handling an approach, the approach must first be established, and the train will be 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 status of the switches in the approach and the status 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 status 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 is safer. In actual 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 establishes a safety protection zone for an approach when establishing a route to ensure train safety. During route establishment, in addition to checking conventional route establishment conditions, the interlocking system of the present invention only monitors and assesses the SPKS protection zone associated with the route, eliminating the need to consider the status of the SPKS protection zone associated with the approach's safety protection zone. This ensures both safety and efficient train operation.

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

[0114] The above-mentioned signal opening condition at the route start is a necessary condition for the train to enter the route range 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 can have different signal opening conditions in CBTC mode and interlocking mode. In interlocking mode, the interlocking system fully considers the SPKS protection area status of the route and safety protection area and the conventional opening conditions of the route start signal to ensure the safety of interlocking control. In CBTC mode, when determining whether to open the route start signal, the interlocking system does not need to consider the SPKS protection area status associated with the route and safety protection area, but only needs to consider the conventional route start signal opening conditions. After the route start signal is opened, the ATC system fully considers the SPKS protection area status associated with the route and safety protection area and the route start signal status and other information to control train operation, thereby improving the safety of train operation control.

[0116] The signal mode information is sent to the interlocking system by the ATC system based on its own calculation results. The interlocking system determines that the signal is in CBTC mode when it receives valid signal mode information. If 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 must check in real time that all sections within 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 active state, the interlocking system will close the K1 signal.

[0118] Before and after the CBTC route start signal is opened, the interlocking system does not check whether the SPKS protection areas associated with all sections inside the route or all sections in the safety protection area are 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 turned due to the processing of routes and safety protection areas, but can be turned through separate 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 for the ATC system to 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 as needed and presses the switch of the relevant SPKS system. Figure 4 As shown, trackside workers needing to access the track section between Station 1 and Station 2 in the upward direction can press switches SK01_03 or SK02_01. In particular, depending on the SPKS protection zone division scheme, the specific sections of the SPKS protection zone corresponding to these two switches may vary. The SPKS protection zone 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 and sends the status to the ATC system.

[0123] When the interlocking system detects that the SPKS switch is on, it starts a timer before outputting the SPKS indicator control command. After the timer expires, the interlocking system outputs a control command to the SPKS system, illuminating the SPKS indicator. Trackside personnel can proceed to the corresponding track area based on the illuminated SPKS indicator.

[0124] The timer is designed to ensure that, between the time the SPKS switch is pressed and the time the SPKS indicator lights up, the train's ATC system can control trains approaching the SPKS protection zone to stop outside it, and apply emergency braking to trains already within it. The timer's value is calculated by the signaling system based on factors such as track conditions, vehicle braking performance, and train 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, to prevent the impact of SPKS system component failures on normal train operations, an SPKS bypass switch can be configured. If a staff member determines that the open state of an SPKS switch indicates a fault, they can press the corresponding bypass switch. In practice, if a mechanical failure causes the interlocking system to detect that the SPKS switch is pressed while the staff member is not pressing the SPKS switch, or if a staff member exits the SPKS protection area and attempts to reset the SPKS switch but finds that it cannot be reset, they can deactivate the SPKS protection area by pressing the bypass switch.

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

[0129] In practical applications, track lines, or areas within fully automated operation, are equipped with various trackside equipment, such as switches, signals, and the SPKS system. Switches are equipped with switches, which the interlocking system uses to monitor and control the switch status for better interlocking control. Signals are connected to the interlocking system, which controls the signal release. The interlocking system can collect status information about various trackside devices or issue instructions, allowing interlocking control based on this information and other factors within its own operational logic. The interlocking system can also transmit this information to other subsystems of the signaling system (such as the Automatic Control System) that have corresponding needs.

[0130] Furthermore, multiple SPKS systems can be set up on the track 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 track line. Any two adjacent SPKS protection areas do not completely overlap or do not overlap. In actual application, a station can be equipped with 2 or 4 SPKS systems depending on 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 it is equipped with two SPKS systems; station 2 has one adjacent station on each side, so it is equipped with four SPKS systems.

[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 normal train operation on the upper track is defined as from right to left, and the normal direction of normal train operation 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). A route contains one or more sections, and a safety protection area contains one or more sections. The signal at the entrance of each route is the route starting signal, and the signal at the exit of each route is the terminal signal. The section between the route starting signal and the terminal signal is the section inside the route. The terminal signal of the previous route is the route starting signal of the next route.

[0133] In practical applications, the common practice 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 equipped 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 outbound signal as the terminal signal in the normal running direction, such as Figure 4-Figure 6 Among them, station 2 is equipped with receiving routes K1-K2 and receiving routes K7-K8.

[0136] Furthermore, in practical applications, the common practice 4 is that 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 case of a train with passengers and operating to the upward section from Station 3 to Station 2, if 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 operations to transport the passengers to Platform T2 of Station 2 for boarding and alighting, so as to avoid 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 the 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 operational efficiency. The main line 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 in the figure, the division and setting principles of SPKS protection areas include the following three types.

[0139] like Figure 4As shown, in one embodiment, the SPKS receiving-direction protection range is the path from the outer section of the previous station's platform to the current station's platform section (i.e., excluding the previous station's platform section, but including the current station's platform section); the SPKS departure-direction protection range is the path from the current station's platform section to the next station's platform (i.e., including the current station's platform section, but excluding the next station's platform section). The SPKS receiving-direction protection range is the SPKS protection area associated with the route, and the SPKS departure-direction protection range is the SPKS protection area associated with the safety protection area of ​​this route. In this embodiment, there is overlap between the SPKS protection area associated with the route and the SPKS protection area associated with the safety protection area; the overlapping area is the current station's platform section. The advantages of this embodiment are: a simple setup scheme, easy memorization for trackside staff, and clear understanding of the protection range corresponding to the SPKS system switches they have turned on. A drawback of this embodiment is that if the platform's departure-direction SPKS is activated and the receiving-direction SPKS is inactive, the receiving-direction route and its safety protection zone cannot be established under the signaling system, including interlocking and ATC systems. Trains cannot enter the platform, thus affecting operational efficiency. Without the signaling system's protection, relying solely on manual command and driving, train safety is significantly reduced. Under this division scheme, the overlap of adjacent SPKS safety protection zones on the platform track can affect platform receiving efficiency to a certain extent.

[0140] like Figure 5 As shown, in one embodiment, the SPKS protection range in the receiving direction is the path from the outer side of the previous station's platform safety protection zone to the current station's platform section (i.e., excluding the previous station's platform section and safety protection zone, but including the current station's platform section); the SPKS protection range in the departure direction is the path from the outer section of the current station's platform to the section before the next station's platform safety protection zone (i.e., excluding the current station's platform section, excluding the next station's platform section and platform). Compared to the previous embodiment, in this embodiment, the SPKS protection range in the departure direction is narrowed, excluding the current station's platform and the safety protection zone outside the departure direction platform boundary. This can further reduce the impact of the SPKS system on receiving operations at adjacent stations in the departure direction. The SPKS protection range in the receiving direction is narrowed, excluding the departure direction safety protection zone at the previous platform boundary. Activation of this SPKS protection zone will not affect receiving operations at the previous platform.

[0141] For example, to activate SPKS protection between Station 2 and Station 1 in the upstream direction, SPKS01_03 or SPKS02_01 can be activated. Furthermore, if the operator's scheduled operation area does not include T3, SPKS01_03 can be activated only at Station 1. Since this SPKS protection area does not include platform section T2 and safety protection area section T3, this will not affect the train receiving operation from Station 3 to Station 2. Furthermore, if the operator's scheduled operation area includes T3, SPKS02_01 can be activated at Station 2. Since this SPKS protection area does not include the reverse safety protection area section outside the platform section of Station 1, this SPKS activation will not affect the reverse train receiving operation from Station 1.

[0142] The advantages of this SPKS protection zone division method are: the SPKS protection range does not include the safety protection zones on both sides of the adjacent station platform section, so SPKS activation at this station does not affect forward or reverse train reception operations at the adjacent station platform section. However, the disadvantages are: staff must additionally memorize the SPKS protection zone range, which excludes the safety protection zones at the adjacent station platform boundary, and easily identifiable SPKS protection zone boundary markers must be installed on the track bottom or side walls. Furthermore, if all sections between two stations need to be blocked, the SPKS system must be set up and activated at both stations, requiring the on-duty staff to perform the operation twice.

[0143] Further, such as Figure 6 As shown, in another embodiment, the SPKS protection area associated with the route, i.e., the SPKS receiving direction protection range, is the path between the outer section of the previous station platform 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 SPKS departure direction protection range, is the path between the outer section of the current station platform 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 station). In this method, 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. Moreover, if the starting signal of the receiving route is in CBTC mode, the train can enter the platform area under the joint protection of the ATC system and the interlocking system. That is, it can reduce the impact of the triggering of the departure direction SPKS system 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 in the scheme is clear and the setting method is simple, which is conducive to the training and work management of on-duty personnel and personnel entering the track area. If it is necessary to block the section between two adjacent stations, the SPKS system of either station can be set up. If it is necessary to block the platform section of the current station, the SPKS protection area in the direction of the train reception of the current station can be activated. 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 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 practice, at least one SPKS protection zone is associated with the same section of a route; similarly, at least one SPKS protection zone is associated with the same section of a safety protection zone. In this invention, an SPKS protection zone associated with a route is one that encompasses some or all sections of the route; similarly, an SPKS protection zone associated with a safety protection zone of a route is one that encompasses some or all sections of the safety protection zone of the route. An SPKS protection zone associated with a switch is one that encompasses the section where the switch is located.

[0146] Optionally, the SPKS protection zone corresponding to the SPKS system is activated by the interlocking system based on activation information from the SPKS system. The SPKS system may include a switch structure and a transmission control component connected to the switch structure, the transmission control component being used to transmit information between the switch structure and the interlocking system. During operation, the interlocking system monitors the status of the switch structure in real time through the transmission control component. When it detects that the switch structure is activated, it activates the SPKS protection zone corresponding to the SPKS system. When the interlocking system detects that the switch structure is closed, it deactivates the SPKS protection zone corresponding to the SPKS system.

[0147] It should be understood that the present invention does not limit the form of the switch structure, as long as it can achieve the corresponding functional effects. For example, the switch structure can be an activation button (which can be located in the station duty room). When the activation button is pressed, the switch structure is activated, that is, the SPKS system is activated, and the corresponding SPKS protection zone is activated through the interlocking system, allowing personnel to enter and work in the area. When the activation button is reset from the pressed state to the original position, the SPKS system is deactivated. The interlocking system detects the activation button restoration and deactivates the SPKS protection zone. In another embodiment, the switch structure can also be a key switch. Before entering the SPKS protection zone, the personnel must first move the key switch from the "normal" position to the "protection" position to activate the SPKS system. After completing their work in the SPKS protection zone and exiting the SPKS protection zone, the personnel move the key switch from the "protection" position to the "normal" position to deactivate the corresponding SPKS protection zone.

[0148] Furthermore, the SPKS system also includes an SPKS indicator light, which is connected to the transmission control component and can receive lighting commands 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 established and workers can enter the SPKS protection area, i.e., the track area, to carry out operations. When the SPKS indicator light is off, workers cannot enter the track area to carry out operations. Optionally, the SPKS indicator light can be set at both ends of the SPKS protection area (usually at both ends of the station) to remind workers of the boundary location of the SPKS protection area.

[0149] Based on the above, if Figure 3As shown, in one embodiment, when a worker presses the SPKS system activation button and the interlocking system detects the button being pressed, the interlocking system immediately activates the SPKS protection zone, disabling the relevant routes, preventing automatic operation of relevant switches, and preventing the opening of relevant signals. When the interlocking system detects the SPKS system activation button being pressed, it initiates the SPKS control delay. After a preset delay period, it then activates the SPKS indicator light on the SPKS system. Specifically, upon detecting the SPKS system activation, the interlocking system begins a delay countdown, and after the delay expires, it activates the light-up command. Furthermore, upon detecting the SPKS protection zone activation, the interlocking system transmits relevant information to the ground-based automatic train control (ATC) system to control trains within and outside the SPKS protection zone. Upon receiving this information, the ATC system immediately cancels movement authorization for trains within the SPKS protection zone. If the train is moving, it applies an emergency brake command. Simultaneously, the ATC system cancels movement authorization for trains outside the SPKS protection zone to enter the SPKS protection zone. For example, the ATC system immediately applies emergency braking to FAO trains and CBTC (Continuous Bitcoin Traffic)-class trains that enter the SPKS protection area. The preset delay between the activation of the SPKS protection area and the illumination of the SPKS indicator light provides sufficient time for the ATC system to control trains in and outside the SPKS protection area, ensuring that the SPKS protection area remains safe.

[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 carry out 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, they cancel the activation button that was pressed. 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 assembly connected to the transmission control assembly, allowing the interlocking system to monitor the bypass assembly through the transmission control assembly. The bypass assembly is configured to open or close the SPKS system in the event of a switch structure failure. The bypass assembly has a bypass state and a non-bypass state. When in the non-bypass state, the bypass assembly does not shut down the SPKS system. When in the bypass state, the bypass assembly shuts down the SPKS system. In actual applications, the interlocking system can activate the corresponding SPKS protection zone based on the open state of the switch structure and the non-bypass state of the bypass assembly. The interlocking system can also deactivate the corresponding SPKS protection zone based on the closed state of the switch structure and the bypass state of the bypass assembly.

[0152] Route establishment related:

[0153] Based on the above, the present invention proposes an interlocking protection method for SPKS, such as Figure 1 As shown, the method includes: S1, the interlocking system receives a route establishment command; 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 route establishment are met; S5, when other conditions for route establishment are met, the interlocking system establishes the route.

[0154] As can be seen from the above, the present invention fully considers the status of the switches in the route and the status of the SPKS protection zones associated with the route when the interlocking system establishes the route. Compared to activating the emergency stop zone solely through the SPKS system, the present invention incorporates the status information of the SPKS protection zones associated with the route into the interlocking control logic, fundamentally avoiding the risks associated with premature route establishment and providing greater safety. Furthermore, when the interlocking system establishes the route, the present invention first determines the status of the SPKS protection zones associated with the route. If the SPKS protection zones associated with the route are activated, no action will be taken, regardless of whether the switches in the route are in the specified position. In contrast, in the prior art, the status of the relevant SPKS protection zones is not considered when establishing the route; only the status of the SPKS protection zones is used during track control after the route is successfully established. For example, in one embodiment, a route includes multiple switches. If the SPKS protection zones associated with some switches are activated, while the SPKS protection zones associated with the remaining switches are inactivated, based on prior art, when establishing the route, if switches with inactivated SPKS protection zones are not in the specified position, the interlocking system will automatically move them to the specified position. However, in the present application, since at least some of the SPKS protection zones associated with the route are activated, these switches will not be moved. Therefore, compared to prior art methods that only use the SPKS system to suppress various actions within the corresponding SPKS protection zones, the present invention can prevent ineffective actions of switches in the route.

[0155] On the other hand, when establishing an approach, the present invention sets a preset range behind it as a safety protection zone to ensure the safety of trains on the approach. Furthermore, the SPKS protection zone associated with the approach and the SPKS protection zone associated with the safety protection zone of the approach are different SPKS protection zones (preferably, they do not overlap). Based on the above, when establishing an approach, the present invention only monitors the SPKS protection zone associated with the approach, without additionally considering the status of the SPKS protection zone associated with the safety protection zone of the approach, i.e., the status of the SPKS protection zone associated with the exit direction. This effectively controls the impact of the activation of the SPKS protection zone associated with the safety protection zone on the normal operating area, avoiding the possibility of trains being stranded in the tunnel section due to the inability to process the approach or open the permit signal due to the activation of the SPKS protection zone associated with the safety protection zone. Therefore, this method ensures the efficiency of train operation while balancing safety protection. For example, if only the SPKS protection zone corresponding to the platform exit direction is activated, it will not affect the train receiving operation at the station, provided that other conditions are met.

[0156] Furthermore, if the interlocking system determines in S2 that a turnout is within the route range, the interlocking system must determine whether the turnout within the route range is in the specified position. If the turnout within the route range is in the specified position, the process proceeds to S4, where the interlocking system continues to check whether other conditions for route establishment are met. Based on the above, it can be seen that when establishing a route, the present invention fully considers not only the status of the SPKS protection area associated with the route, but also the status of the turnouts within the route, thereby improving the safety of route management.

[0157] Furthermore, if a switch within the route is not in the specified position, the interlocking system moves the switch to the specified position, and then proceeds to S4, where the interlocking system checks whether other conditions for establishing the route are met. Based on the above method, the present invention automatically moves the switches within the route while ensuring that the SPKS protection zone associated with the entire route is inactive, thus avoiding ineffective switch movement.

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

[0159] Furthermore, in S2, when determining the status of the SPKS protection zone associated with the route, if the SPKS protection zone associated with the route is active, the interlocking system does not execute the route establishment operation, and the route and its safety protection zone are both unsuccessfully established, ending the process. Based on this approach, the safety of train operation can be guaranteed.

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

[0161] Establishment of security protection area:

[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, if Figure 1 As shown, the interlocking protection method of the SPKS of the present invention further includes: S6. When the route is successfully established, the interlocking system determines whether there is a turnout within a preset range behind the route. If there is no turnout within the preset range behind the route, the process proceeds to S7. S7. The interlocking system checks whether the conditions for establishing a safety protection zone are met. S8. When the conditions for establishing a safety protection zone are met, the interlocking system sets the preset range as the safety protection zone for the route. S9. The route and its safety protection zone are successfully established. Based on the above, a safety protection zone for the route can be established to improve the safety of the train during the route.

[0164] Furthermore, if there is a turnout within a preset range behind the approach, the interlocking system determines whether the turnout within the preset range is in a specified position. If the turnout within the preset range is in the specified position, the system proceeds to S7, which further checks whether the conventional conditions for establishing a safety protection zone are met. Based on the above, it can be seen that the present invention fully considers the status of the turnouts within the safety protection zone when setting the safety protection zone of the approach, thereby improving the safety of the safety protection zone established during route processing.

[0165] Furthermore, if a switch within the preset range is not in the specified position, the interlocking system determines whether the SPKS protection zone associated with the switch within the preset range is in an inactive state. If the SPKS protection zone associated with the switch is in an inactive state, the interlocking system moves the switch to the specified position and proceeds to S7, where it continues to check whether the conventional conditions for establishing a safety protection zone are met. Based on the above, it can be seen that when setting the safety protection zone for the route, the present invention fully considers the status of the SPKS protection zone associated with the switch within the safety protection zone, thereby improving the safety of route processing.

[0166] Furthermore, when the interlocking system determines the status of the SPKS protection zone associated with a switch in the safety protection zone, if the SPKS protection zone associated with the switch is active, the interlocking system does not perform the switch operation, and the safety protection zone cannot be established. Only the route establishment is successful. Based on the above, it can be seen that when the SPKS protection zone associated with a switch in the safety protection zone is activated, the switches in this area will not be activated due to the interlocking system establishing the route. This method can prevent workers entering the track area from being injured by switch operation.

[0167] Furthermore, in S7, when checking whether the general conditions for establishing a safety protection area are met, if other conditions for establishing a safety protection area are not met, the safety protection area cannot be established, and only the route establishment is successful. If only the route establishment is successful, the signal opening conditions of the route starting signal can be checked. If the signal opening conditions of the route starting signal are met, the train route within the route area will not be affected, that is, the corresponding station on the route can continue to receive trains.

[0168] Signal opening of route start signal machine:

[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 actual 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 actual 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 further includes: when the route is successfully established, the interlocking system checks whether it has received information from the ATC system that the route starting signal is in CBTC mode; if the interlocking system receives information from the ATC system that the route starting signal is in CBTC mode, the interlocking system performs an open condition check of the route starting signal in the CBTC mode; if the interlocking system does not receive information from the ATC system that the route starting signal is in CBTC mode, the interlocking system performs an open condition check of the route starting signal in the interlocking mode.

[0171] In interlocking mode and CBTC mode, route-end signals can have different signal release conditions. Specifically, in CBTC mode, route-end signal release conditions do not include: whether the SPKS protection zone associated with the route is active, whether the route's safety protection zone is established, and whether the SPKS protection zone associated with the route's safety protection zone is active.

[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 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 the train operation based on the received information.

[0173] Based on the above approach, the present invention, when checking the signal release conditions of the route head end signal in CBTC mode, does not need to consider the status of the SPKS protection zone associated with the route and various related information about the safety protection zone. Instead, it only needs to check the normal release conditions of the route head end signal. After the route head end signal is released, the ATC system fully considers the status of the SPKS protection zone associated with the route and the safety protection zone, as well as the status of the route head end signal, to control train operations, thereby improving the safety of train operation control and ensuring the autonomy of the ATC system in train operation control. Therefore, in CBTC mode, if only the SPKS protection zone associated with the safety protection zone is activated in the platform departure direction, it will not affect the processing of train routes and the opening of the head end signal, that is, it will not affect train reception operations at the station. If the SPKS protection zone at one end of the platform needs to be activated due to personnel entering the track area for maintenance, it will not affect train reception operations at other stations.

[0174] Furthermore, 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.

[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 and the SPKS protection area coincide with each other, 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 efficiency of train operation.

[0176] like Figure 2As shown, the interlocking system performs an opening condition check of the route start signal in the interlocking mode, which includes: the interlocking system checks whether the SPKS protection area associated with the route is in an inactive state; if all the SPKS protection areas associated with the route are in an inactive 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 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 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 normal opening conditions of the route start signal to ensure the safety of the interlocking control, and thus ensure the safety of the train operation.

[0177] Furthermore, if the SPKS protection zone associated with the route is active, the interlocking system will not open the route's starting signal. Similarly, if the route's safety protection zone has not been established, the interlocking system will not open the route's starting signal. Similarly, if the SPKS protection zone associated with the route's safety protection zone is active, the interlocking system will not open the route's starting signal. Similarly, if the route's starting signal's other conditions for signal opening in interlocking mode are not met, the interlocking system will not open the route's starting signal. This approach ensures the safety of interlocking control, and thus the safety of train operations.

[0178] Based on the above, when the route is successfully established in the interlocking mode and the route starting signal is open, 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 having a computer program stored thereon. 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 the 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 is safer.

[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. This ensures 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 interlocking control and help ensure the operation efficiency of the train.

[0184] Although the present invention has been described in detail through the above preferred embodiments, it should be understood that the above description is not intended to limit the present invention. After reading the above description, various modifications and substitutions of the present invention will become apparent to those skilled in the art. Therefore, the scope of protection of the present invention should be defined 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, the system proceeds to 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; The following further comprises: S6, when the route is successfully established, the interlocking system determines whether there is a turnout within a preset range behind the route, and if there is no turnout within the preset range behind the route, proceeding to S7; S7, the interlocking system checks whether the conditions for establishing the 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 successfully established; It also includes: when the route is successfully established, 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 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.

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 switch 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: 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.

7. The interlocking protection method of SPKS according to claim 6, characterized in that: If the switch within the preset range is not in the specified position, the interlocking system determines whether the SPKS protection area associated with the switch within the preset range is in an inactive state; if the SPKS protection area associated with the switch is in an inactive state, the interlocking system moves the switch to the specified position and enters S7; If the SPKS protection area associated with this switch is in the activated state, the interlocking system will not perform the switch switching operation, the safety protection area cannot be established, and only the approach route will be established successfully.

8. The interlocking protection method of SPKS according to claim 1, 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.

9. The interlocking protection method of SPKS according to claim 7, characterized in that: The SPKS protection area associated with the turnout is: the SPKS protection area including the section where the turnout is located.

10. 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 ​​this route are different SPKS protection areas.

11. The interlocking protection method of SPKS according to claim 1, characterized in that: The route contains 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.

12. The interlocking protection method of SPKS according to claim 1, characterized in that: The safety protection area of ​​the approach 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 safety protection area of ​​the route is: the SPKS protection area that includes part or all sections of the safety protection area of ​​the route.

13. The interlocking protection method of SPKS according to claim 1, 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 CBTC mode are met, the interlocking system opens the route start signal and sends the route start signal opening status, 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 operations based on the received information.

14. The interlocking protection method of SPKS according to claim 13, 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.

15. The interlocking protection method of SPKS according to claim 1 or 13, characterized in that: The opening conditions of the route starting signal in 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.

16. The interlocking protection method of SPKS according to claim 1, characterized in that: The interlocking system performs the following checks on the open conditions of the route start signal in interlocking mode: 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 the 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 the inactive state, the interlocking system checks whether the other conditions for the signal opening of the route start signal in the interlocking mode are met; If other conditions for opening the route start signal in the interlocking mode are met, the interlocking system will open the route start signal.

17. The interlocking protection method of SPKS according to claim 16, 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 route start signal in the interlocking mode are not met, the interlocking system will not open the route start signal.

18. The interlocking protection method of SPKS according to claim 1, characterized in that: After the route is successfully established in 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 will immediately close the route starting signal.

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

20. The interlocking protection method of SPKS according to claim 19, 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 system to light up the SPKS indicator light.

21. 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 located in the activated SPKS protection area in real time, and applies emergency braking to stop the train from moving. For the train located outside the activated SPKS protection area, the movement authorization is shortened to the outside of the SPKS protection area boundary to prevent the train from entering the activated SPKS protection area.

22. 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 21, and the interlocking protection system of the SPKS comprises: Interlocking system, which is used for interlocking control in rail transportation, and can monitor and control the status of turnouts; An SPKS system is installed in the station and is connected to the interlocking system. When the SPKS system is activated, the corresponding SPKS protection area can be activated. When the SPKS protection area is activated, the routes related to the SPKS protection area cannot be processed, the related switches cannot be automatically operated, and the related signals cannot be opened; The interlocking system can use the status of the SPKS protection area in the control logic of train operation route processing, signal opening and switch operation based on its own logical operations.

23. The interlocking protection system of SPKS according to claim 22, characterized in that: Also includes: An ATC system connected to the interlocking system, the ATC system being used to automatically control 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 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.

24. The interlocking protection system of SPKS according to claim 22, 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.

25. The interlocking protection system of SPKS according to claim 22, characterized in that: Several SPKS systems are installed 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.

26. The interlocking protection system of SPKS according to claim 22, characterized in that: The SPKS system includes: Switch structure; a transmission control component connected to the switch structure, the transmission control component being used for transmitting information 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.

27. The interlocking protection system of SPKS according to claim 26, characterized in that: The SPKS system further comprises: An SPKS indicator light connected to the transmission control assembly, the SPKS indicator light receiving a lighting command of the interlocking system through the transmission control assembly; 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.

28. An electronic device, characterized in that: The electronic device includes: a memory and a processor, wherein: The memory stores a computer program, which, when executed by the processor, implements the steps of the interlocking protection method of the SPKS according to any one of claims 1 to 21.

29. A readable storage medium, characterized in that The readable storage medium stores a computer program. 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 21 are implemented.

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