Degradation train operation protection system and method for TACS and electronic equipment

Abstract

The invention relates to a degraded train operation protection system and method for TACS and electronic equipment, and the system comprises a train monitoring module which is used for managing the operation of a degraded train, flexibly setting a degraded operation protection region according to a degeneration destination, and transmitting the control information of the degraded operation protection region to a region management module; the area management module plans a degraded train operation path according to the received control message of each degraded operation protection area in the jurisdiction line range, locks the turnout state according to the turnout position required by the train operation path, and activates the degraded operation protection area; and after the train monitoring module receives a degraded operation protection area setting success message fed back by the area management module, the train monitoring module authorizes the train to carry out degraded operation to a retreating destination. Compared with the prior art, the method has the advantages that the operation efficiency is improved, the cost is saved, the train degradation management is flexibly realized, and the safety is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit degraded operation, and in particular to a degraded train operation protection system, method and electronic equipment for TACS. Background Art

[0002] The Train Autonomous Control System (TACS) based on vehicle-to-vehicle communication has gradually become the development direction of the next generation of train control systems recognized by the industry for its advantages of high efficiency, high security, easy deployment, and low operation and maintenance costs. Compared with the traditional CBTC system, it not only performs outstandingly in improving transportation capacity and efficiency, but also benefits from the simplification of the system architecture, the cancellation of trackside interlocking and axle counting equipment, and can greatly reduce trackside equipment, which means less equipment installation and maintenance work, as well as a smaller machine room footprint, which can effectively reduce construction costs and make signal system transformation more economical and greener.

[0003] The reduction of trackside interlocking, axle counters and other equipment can simplify the system architecture, shorten the construction period of signal system installation and deployment, and reduce construction and operation and maintenance costs. In traditional urban rail transit signal systems, interlocking is mainly used for interlocking between turnout positions, section status and signal status, and a block section is established based on the interlocking route between the starting signal and the terminal signal. When the train is downgraded in the TACS system, the interlocking subsystem handles the interlocking route and opens the signal according to the route setting command of the automatic train monitoring system (ATS: Automatic Train Supervision); the driver manually drives the train through the interlocking route in RM or EUM mode; the subsequent ATP-protected train and the interlocking block section can achieve mixed operation.

[0004] The disadvantages of the above-mentioned downgraded train operation management based on trackside interlocking and axle counting equipment are: 1. The system architecture is complex and needs to be configured with traditional interlocking equipment, which increases the complexity of the system's internal interfaces; 2. It needs to configure high-cost backup positioning detection equipment such as axle counting detection equipment, and the maintenance cost over the entire life cycle is high; 3. The single axle counting section in the interval is long, and the efficiency of downgraded train operation that relies on axle counting equipment is low, which makes it difficult to meet the complex operation scenario requirements of high-capacity lines; 4. The interlocking route is based on the starting signal and the terminal signal, which cannot meet the requirements of applying for a long and long operation path across multiple switch areas at one time, and cannot cover all lines 100%; 5. The switching of the interlocking route logic and the resource management algorithm increases the complexity of the system design and reduces the system stability.

[0005] After searching, the Chinese invention patent application publication number CN118701143A discloses a train downgrade operation method, OC, TACS system and medium, the method includes: when confirming that the communication between OC and the train is interrupted, determining the final position and the first forward direction of the train before the communication is interrupted; according to the final position and the first positioning point in the first forward direction, determining the first artificial path area corresponding to the train; the first positioning point is determined according to the type of track where the train is located; the first positioning point is the one of the first position points closest to the final position, and all the turnouts set in the first artificial path area are locked, and then all the turnout signals in the first artificial path area are displayed according to the corresponding turnout positions, so that the train can degrade and pass the turnouts in the first artificial path area according to the display status of the turnout signal. The existing patent application has the problem that the downgrade protection area can only be set from the current train position to the nearest parking point, cannot be set flexibly, and cannot be set across regions; the patent does not consider the scenario that the turnout cannot be locked after a fault in the first artificial path area, and the area does not support multiple round trips in any positive or reverse direction.

[0006] After searching, Chinese invention patent application publication number CN112249097B discloses a train autonomous operation system with a degradation management device and its application, including: a degradation management device BLS, which is used to provide the corresponding train ID and train position information to the trackside train controller according to the acquired transponder information; the degradation management device BLS is arranged on the train, and cooperates with the trackside train controller to complete the operation of the degraded train; the degradation management device BLS and the on-board controller CC are two independent subsystems. When the on-board controller CC fails or loses its position, the degradation management device BLS tracks the position of the faulty train. This existing patent application has the problem that the degradation management device BLS needs to apply for continuous available resources from the current position of the train to the destination of operation. If one section of the resources is unavailable (such as the resources cannot be allocated due to a turnout failure), degradation management cannot be achieved.

[0007] How to realize downgraded train operation based on flexible downgraded operation protection area in TACS system has become a technical problem that needs to be solved. Summary of the invention

[0008] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and provide a downgraded train operation protection system, method and electronic equipment for TACS.

[0009] The purpose of the present invention can be achieved by the following technical solutions:

[0010] According to one aspect of the present invention, a degraded train operation protection system for a TACS system is provided, the system comprising:

[0011] The train monitoring module is used to manage the operation of the downgraded train, flexibly set the downgraded operation protection area according to the degraded destination, and send the control information of the downgraded operation protection area to the area management module;

[0012] The area management module plans the downgraded train operation path according to the control messages received from the downgraded operation protection areas within the scope of the line under its jurisdiction, locks the turnout state according to the turnout position required by the train operation path, and activates the downgraded operation protection area;

[0013] After receiving the message of successful setting of the downgraded operation protection area fed back by the area management module, the train monitoring module authorizes the train to downgrade to the retreat destination.

[0014] Preferably, the degraded operation protection area includes one or more continuous parking areas in the train running direction.

[0015] Preferably, the degraded operation protection area includes one or more continuous parking areas in the opposite direction of train operation.

[0016] Preferably, the degraded operation protection area covers one or more continuous stations and sections in the direction of train operation.

[0017] Preferably, the degraded operation protection area covers one or more consecutive stations and sections in the opposite direction of the train operation.

[0018] Preferably, the activation of the downgraded operation protection area must meet all of the following conditions at the same time:

[0019] 1) There are no other trains in the degraded operation protection area;

[0020] 2) All switches on the train running path are operated to the required position and locked;

[0021] 3) There is no conflict with other activated protection areas;

[0022] 4) The resources within the degraded operation protection area are not requisitioned by other trains.

[0023] More preferably, if there is a faulty turnout on the train running path, the faulty turnout needs to complete trackside hook lock protection and manual confirmation.

[0024] Preferably, the train monitoring module sets one or more continuous degraded operation protection areas according to the degraded train operation requirements.

[0025] Preferably, after the degraded operation protection area is activated, the switches in the protection area will be automatically locked; after the degraded operation protection area is cancelled, the switches in the protection area will be automatically unlocked.

[0026] Preferably, after the degraded operation protection area is activated, all resources in the protection area cannot be requisitioned;

[0027] Within the activated degraded operation protection area, the train can run back and forth multiple times in any forward or reverse direction.

[0028] Preferably, before canceling the degraded operation protection area, the system needs to obtain an updated position of the moving train in the protection area.

[0029] Preferably, when the train safely runs to the retreat destination, the train monitoring module sends control information for canceling the degraded operation protection area to the area management module;

[0030] The area management module cancels the downgraded operation protection area, and the switches in the protection area will be automatically unlocked.

[0031] Preferably, the protection system prohibits ATP protection trains outside the degraded operation protection area from entering the activated degraded operation protection area.

[0032] According to another aspect of the present invention, a method for protecting a degraded train from running in a TACS system is provided, the method comprising:

[0033] Step S1, when the train control module or trackside equipment fails, the train enters degraded operation;

[0034] Step S2, the train monitoring module confirms the degraded destination of the degraded train, sets a degraded operation protection area covering the current position to the degraded destination, and sends the degraded operation protection area request information to the area management module;

[0035] Step S3, the area management module plans the retreat path. If the conditions for activating the degraded operation protection area are met, the degraded operation protection area is set to an activated state, and feedback is given to the train monitoring module that the degraded operation protection area is set successfully; if the activation is unsuccessful, a setting failure alarm is fed back;

[0036] Step S4, the train monitoring module receives the degraded operation protection area status sent by the area management module, and the central dispatching personnel confirm that the degraded operation protection area range displayed on the workstation interface is consistent with the retreat destination, and instruct the driver to retreat the train to the destination, and cancel the degraded operation protection area after ensuring the safety protection of the downgraded train, and resume normal operation of the line.

[0037] Preferably, the process of activating the degraded operation protection area in step S3 includes:

[0038] Step S301, the area management module plans the retreat path, checks the line resource availability, and confirms that the resources in the degraded operation protection area are not allocated to other trains;

[0039] Step S302, the area management module checks whether the turnout state on the running path is normal. If the turnout state is normal, step S304 is executed; otherwise, step S303 is executed;

[0040] Step S303, if the switch fails and the meter is lost, the trackside staff needs to ensure that the switch position is correct and hook the switch, and output the manual confirmation information of the switch position to the regional management module. The regional management module receives the manual confirmation information of the faulty switch position and executes step S305;

[0041] Step S304, the area management module operates all the switches to the required position, checks that the switch position is consistent with the retreat path, locks all the switches, and executes step S305;

[0042] Step S305: setting the degraded operation protection area to an activated state.

[0043] According to a third aspect of the present invention, there is provided an electronic device, comprising a memory and a processor, wherein a computer program is stored in the memory, and the method described above is implemented when the processor executes the program.

[0044] Compared with the prior art, the present invention has the following beneficial effects:

[0045] 1) The present invention does not rely on equipment such as interlocking, axle counting or track circuits. It flexibly sets the downgraded operation protection area according to the retreat destination, locks the switch state when resources are unavailable but not conflicting, and realizes the train downgraded operation to the retreat destination, saving a lot of interlocking, axle counting equipment and cable costs, and improving operational efficiency.

[0046] 2) The present invention is not limited to a single turnout area, and the running path can be flexibly set and planned as needed. The flexibly set downgraded operation protection area is not limited by the running direction, and can span multiple parking areas, multiple stations and sections, and multiple turnout areas. When resources are unavailable but there is no conflict on the running path, train downgrade management can be flexibly implemented.

[0047] 3) Vehicles operating in the activated downgraded protection area can run back and forth multiple times in any direction, without applying for regional resources. The switches remain locked and will not cause unexpected movement of the vehicle.

[0048] 4) The present invention is based on the running path planning across multiple turnout areas of the train operation. The system automatically searches for all turnouts on the running path, automatically drives them to the required position and locks them; when the downgraded operation protection area is cancelled, the turnouts in the protection area will be automatically unlocked, realizing the one-time setting of a cross-zone retreat path for the downgraded train, thereby improving the efficiency of the downgraded train's exit from operation.

[0049] 5) The present invention prohibits ATP protection trains outside the degraded operation protection area from entering the activated degraded operation protection area, thereby achieving safe interval protection between the degraded operation area and the ATP protection trains and improving the safety of system mixed operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] Figure 1 It is a schematic diagram of the structure and principle of the downgraded operation protection system in the present invention;

[0051] Figure 2 It is a schematic diagram of the flow of the downgraded train protection method in the present invention;

[0052] Figure 3 A schematic diagram of a degraded operation protection area based on a retrograde destination in the present invention;

[0053] Figure 4 It is a schematic diagram of another degraded operation protection area based on the retrograde destination in the present invention;

[0054] Figure 5 It is a schematic diagram of the degraded operation protection area covering the faulty turnout in the present invention. DETAILED DESCRIPTION

[0055] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0056] The present embodiment relates to a downgraded train operation protection system for TACS, which does not rely on the downgraded train management of the interlocking route, adopts a unified path planning principle based on operation requirements, and can provide flexible, low-cost, and safe operation of downgraded trains that meet the TACS system. Under the condition of streamlining system equipment, the efficiency and operational flexibility of mixed operations are improved.

[0057] like Figure 1As shown in the figure, the degraded operation protection system of the TACS system includes the following modules: train monitoring module, train control module, area management module and trackside interface module. The train monitoring module manages the operation of the degraded train and sets or cancels the degraded operation protection area according to the operation path; the train control module manages the operation and safety interval protection of normal trains or degraded trains based on train operation tasks and mobile authorization; the area management module manages the setting or cancellation of each degraded operation protection area within the scope of the line under its jurisdiction, is responsible for the operation path planning of the degraded train, and manages the turnout status according to the turnout position required for the operation path; the trackside interface module is responsible for the interface with the hard-wired circuits such as turnouts, signals, platform doors, and personnel protection switches. The train monitoring module is deployed in the dispatching center, and the area management module is deployed on the trackside.

[0058] The present invention is achieved through the following technical solutions:

[0059] A degraded operation protection area includes one or more parking areas in the train running direction / the opposite direction of train running, and can cover one or more consecutive stations and sections in the train running direction / the opposite direction of train running. The starting parking area and the terminal parking area are selected according to the running path of the degraded train, and the degraded operation protection area is set based on the starting point and the terminal.

[0060] Central dispatching personnel can set up one or more continuous downgraded operation protection areas based on the downgraded train operation requirements.

[0061] The central dispatching personnel sets and cancels the downgraded operation protection area command through the train monitoring module. The area management module receives the setting and cancellation commands of the downgraded operation protection area from the train monitoring module, and feeds back the success or failure prompt information of the setting and cancellation commands to the train monitoring module.

[0062] The area management module plans the operation path and automatically operates all the switches within the path to the position consistent with the operation path.

[0063] The area management module verifies the conditions for establishing the downgraded operation protection area and activates the downgraded operation protection area when the conditions are met.

[0064] The activation of the degraded operation protection area must meet the following conditions: there are no other trains in the protection area, the switch can be operated to the required position and locked or the position of the faulty switch has been manually confirmed, there are no other conflicting protection areas activated, and the resources in the degraded operation protection area have not been requisitioned by other trains.

[0065] The train monitoring module displays the status of the activated degraded operation protection area on the central dispatcher's human-machine interface.

[0066] When the degraded operation protection area is activated, the switches in the area will be automatically locked; when the degraded operation protection area is cancelled, the switches in the area will be automatically unlocked.

[0067] After the degraded operation protection area is activated, all resources in the area cannot be requisitioned; within the activated area, trains can run back and forth multiple times in any forward or reverse direction.

[0068] The system does not authorize ATP protection trains outside the area to enter the activated degraded operation protection area, thereby achieving safe interval protection between the degraded operation area and the ATP protection trains.

[0069] The activated degraded operation protection area does not affect the re-positioning of a train that has lost its positioning.

[0070] Before canceling the degraded operation protection area, the system needs to obtain the updated position of the train moving in the area. The updated position information can come from the train's automatically restored position or the train position manually confirmed by the driver and central dispatcher.

[0071] After the downgraded operation protection area is cancelled by secondary confirmation, the area can directly resume operations.

[0072] This embodiment relates to a downgraded train operation protection method for TACS, such as Figure 2 As shown, specifically including:

[0073] Step S1, when the train control module or trackside equipment fails, the train cannot run normally and needs to be manually organized to run at a downgraded level;

[0074] Step S2: The central dispatcher confirms the retreat path of the downgraded train and sets a downgraded operation protection area covering the current position to the retreat destination; the train monitoring module sends the downgraded operation protection area request information to the area management module;

[0075] Step S3, the area management module plans the retreat path, checks the availability of line resources (including turnout resources), and confirms that the resources (line and turnout resources) in the degraded operation protection area are not allocated to other trains;

[0076] Step S4, the area management module checks whether the turnout state on the running path is normal. If the turnout state is normal, step S6 is executed; otherwise, step S5 is executed;

[0077] Step S5, if the switch fails and the meter is lost, the trackside staff needs to ensure that the switch position is correct and hook the switch, and output the manual confirmation information of the switch position to the regional management module, and the regional management module receives the manual confirmation information of the faulty switch position;

[0078] Step S6, the area management module operates all turnouts to the required position, checks that the turnout position is consistent with the retreat path, locks all turnouts (if there is a faulty turnout, trackside hook lock protection and manual confirmation are required), and sets the degraded operation protection area to the activated state;

[0079] Step S7, the area management module activates the downgraded operation protection area, and feeds back to the train monitoring module that the downgraded operation protection area is successfully set, and updates the effective status display; if unsuccessful, it feeds back a setting failure alarm;

[0080] Step S8, the train monitoring module receives the degraded operation protection area status sent by the area management module and displays it on the central dispatcher workstation interface;

[0081] Step S9: The central dispatcher confirms that the displayed range of the degraded operation protection area is consistent with the retreat destination, and instructs the driver to retreat the train to the destination;

[0082] Step S10: After ensuring the safety of the downgraded train, the central dispatching personnel cancel the downgraded operation protection area and resume the normal operation of the line.

[0083] Figure 3 and Figure 4 A schematic diagram of the degraded operation protection area based on the degraded destination is given. The central dispatcher sets the degraded operation protection area including the degraded start and end parking areas according to the degraded destination of the train. The system provides flexible and convenient degraded path settings. The degraded destination can be selected from adjacent stations, remote parking areas across multiple stations, or a parking area within the yard. The degraded destination can be located in the direction of the train or in the opposite direction of the train.

[0084] The area management module will automatically plan the running path according to the current train position and the decommissioning destination, check that there is no resource conflict between the running path and other running trains, operate the switches in the running path to the required position and lock them, and activate the degraded operation protection area. The central dispatcher confirms that the degraded operation protection area is consistent with the decommissioning operation requirements and authorizes the driver to drive to the decommissioning destination to stop and wait.

[0085] Example 1: After the train control module (including the onboard or trackside train control module) of parking area A1 of station A fails, the system cannot apply for line resources for the train and cannot open the permission signal according to the resource authorization. In order not to affect the normal operation of other trains, the central dispatcher needs to arrange for the train to withdraw from the main line. In the case that line resources cannot be allocated, the central dispatcher can set up a degraded operation protection area section by section (first from parking area A1 to parking area B1, and then from parking area B1 to parking area S1) or all at once (from parking area A1 to parking area S1), and authorize the driver to drive to the parking area S1 of the yard to stop and wait, such as Figure 3The various areas shown in the figure can be set as downgraded operation protection areas, for example, the downgraded operation protection areas from A1->C1 or A1->C2 or A1->N1 or A1->N2 can be set across stations or at one time. When the train arrives at the designated parking area and is well protected, the central dispatcher cancels the downgraded operation protection area and resumes the main line operation.

[0086] Example 2: After the train control module (including the onboard or trackside train control module) of the train in parking area C1 of station C fails, the system cannot apply for line resources for the train, and cannot open the permission signal according to the resource authorization. In order not to affect the normal operation of other trains, the central dispatcher needs to arrange for the train to withdraw from the main line. In the case that line resources cannot be allocated, the central dispatcher can set the degraded operation protection area for the train running direction C1->N1 or C1->N2 section by section or all at once, and can also set the degraded operation protection area in the opposite direction of the train running section by section (first from parking area C1 to parking area B1, and then parking area B1 to parking area A1) or all at once (from parking area C1 to parking area A1), and authorize the driver to drive to the parking area S1 of the yard to stop and wait. For example Figure 4 Various areas shown in the figure can be set as downgraded operation protection areas. For example, downgraded operation protection areas can be set across stations or all at once for the train running direction from C1->N1 or C1->N2, and downgraded operation protection areas can also be set for the train running in the opposite direction C1->A1 or C1->B1. When the train arrives at the designated parking area and is well protected, the central dispatcher cancels the downgraded operation protection area and resumes the main line operation.

[0087] Example 3: Figure 5 When the turnout ahead of the middle parking area B1 is out of order and turnout resources cannot be allocated, after the trackside staff confirms the turnout position and hooks the protection, the central dispatcher sets up a downgraded operation protection area from parking area B1 to parking area C1 and authorizes the train to pass the faulty turnout. The train regains its train position before passing the faulty turnout and reaching parking area C1. After the train regains its position, the central dispatcher cancels the downgraded operation protection area, authorizes the train to switch driving mode, and resumes normal operation.

[0088] The electronic device of the present invention includes a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). In the RAM, various programs and data required for device operation can also be stored. The CPU, ROM and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0089] Multiple components in the device are connected to the I / O interface, including: input units, such as keyboards, mice, etc.; output units, such as various types of displays, speakers, etc.; storage units, such as disks, optical disks, etc.; and communication units, such as network cards, modems, wireless communication transceivers, etc. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunication networks.

[0090] The processing unit performs the various methods and processes described above. For example, in some embodiments, the method can be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program can be loaded and / or installed on the device via a ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the method described above can be performed. Alternatively, in other embodiments, the CPU can be configured to perform the method in any other appropriate manner (e.g., by means of firmware).

[0091] The functions described above herein may be performed at least in part by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), and the like.

[0092] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. These program codes can be provided to a processor or controller of a general-purpose computer, a special-purpose computer or other programmable data processing device, so that the program code, when executed by the processor or controller, enables the functions / operations specified in the flow chart and / or block diagram to be implemented. The program code can be executed entirely on the machine, partially on the machine, partially on the machine as a stand-alone software package and partially on a remote machine, or entirely on a remote machine or server.

[0093] In the context of the present invention, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0094] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present invention, and these modifications or replacements should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A downgraded train operation protection system for TACS, characterized in that: The system includes: The train monitoring module is used to manage the operation of the downgraded train, flexibly set the downgraded operation protection area according to the degraded destination, and send the control information of the downgraded operation protection area to the area management module; The area management module plans the downgraded train operation path according to the control messages received from the downgraded operation protection areas within the scope of the line under its jurisdiction, locks the turnout state according to the turnout position required by the train operation path, and activates the downgraded operation protection area; After receiving the message of successful setting of the downgraded operation protection area fed back by the area management module, the train monitoring module authorizes the train to downgrade to the retreat destination.

2. A degraded train operation protection system for TACS according to claim 1, characterized in that: The degraded operation protection area includes one or more continuous parking areas in the train running direction.

3. A degraded train operation protection system for TACS according to claim 1, characterized in that: The degraded operation protection area includes one or more continuous parking areas in the opposite direction of train operation.

4. A degraded train operation protection system for TACS according to claim 1, characterized in that: The degraded operation protection area covers one or more continuous stations and sections in the direction of train operation.

5. A degraded train operation protection system for TACS according to claim 1, characterized in that: The degraded operation protection area covers one or more continuous stations and sections in the opposite direction of the train operation.

6. A degraded train operation protection system for TACS according to claim 1, characterized in that: The activation of the degraded operation protection area must meet all of the following conditions at the same time: 1) There are no other trains in the degraded operation protection area; 2) All switches on the train running path are operated to the required position and locked; 3) There is no conflict with other activated protection areas; 4) The resources within the degraded operation protection area are not requisitioned by other trains.

7. A degraded train operation protection system for TACS according to claim 6, characterized in that: If there is a faulty turnout on the train's running path, the faulty turnout needs to be protected by trackside hook locks and manually confirmed.

8. A degraded train operation protection system for TACS according to claim 1, characterized in that: The train monitoring module sets one or more continuous degraded operation protection areas according to the degraded train operation requirements.

9. A degraded train operation protection system for TACS according to claim 1, characterized in that: After the degraded operation protection area is activated, the switches in the protection area will be automatically locked; after the degraded operation protection area is cancelled, the switches in the protection area will be automatically unlocked.

10. A degraded train operation protection system for TACS according to claim 1, characterized in that: After the degraded operation protection area is activated, all resources in the protection area cannot be requisitioned; Within the activated degraded operation protection area, the train can run back and forth multiple times in any forward or reverse direction.

11. A degraded train operation protection system for TACS according to claim 1, characterized in that: Before canceling the degraded operation protection area, the system needs to obtain an updated position of the moving train in the protection area.

12. A degraded train operation protection system for TACS according to claim 1, characterized in that: When the train runs safely to the retreat destination, the train monitoring module sends control information for canceling the downgraded operation protection area to the area management module; The area management module cancels the downgraded operation protection area, and the switches in the protection area will be automatically unlocked.

13. A degraded train operation protection system for TACS according to claim 1, characterized in that: This protection system prohibits ATP protection trains outside the degraded operation protection area from entering the activated degraded operation protection area.

14. A method for utilizing the degraded train operation protection system for TACS according to any one of claims 1 to 13, characterized in that: The method includes: Step S1, when the train control module or trackside equipment fails, the train enters degraded operation; Step S2, the train monitoring module confirms the degraded destination of the degraded train, sets a degraded operation protection area covering the current position to the degraded destination, and sends the degraded operation protection area request information to the area management module; Step S3, the area management module plans the retreat path. If the conditions for activating the degraded operation protection area are met, the degraded operation protection area is set to an activated state, and feedback is given to the train monitoring module that the degraded operation protection area is set successfully; if the activation is unsuccessful, a setting failure alarm is fed back; Step S4, the train monitoring module receives the degraded operation protection area status sent by the area management module, and the central dispatching personnel confirm that the degraded operation protection area range displayed on the workstation interface is consistent with the retreat destination, and instruct the driver to retreat the train to the destination, and cancel the degraded operation protection area after ensuring the safety protection of the downgraded train, and resume normal operation of the line.

15. A degraded train operation protection system for TACS according to claim 14, characterized in that: The process of activating the degraded operation protection area in step S3 includes: Step S301, the area management module plans the retreat path, checks the line resource availability, and confirms that the resources in the degraded operation protection area are not allocated to other trains; Step S302, the area management module checks whether the turnout state on the running path is normal. If the turnout state is normal, step S304 is executed; otherwise, step S303 is executed; Step S303, if the switch fails and the meter is lost, the trackside staff needs to ensure that the switch position is correct and hook the switch, and output the manual confirmation information of the switch position to the regional management module. The regional management module receives the manual confirmation information of the faulty switch position and executes step S305; Step S304, the area management module operates all the switches to the required position, checks that the switch position is consistent with the retreat path, locks all the switches, and executes step S305; Step S305: setting the degraded operation protection area to an activated state.

16. An electronic device comprising a memory and a processor, wherein a computer program is stored in the memory, wherein: When the processor executes the program, the method according to any one of claims 14 to 15 is implemented.

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