Protection section establishing method and device, medium and computer interlocking system

Abstract

The invention discloses a protection section establishing method and device, a medium and a computer interlocking system, relates to the technical field of rail transit signal control, is used for establishing a protection section consistent with an expected path of a train for the train, and provides the protection section establishing method for solving the problem that a traditional scheme depends on trackside ATP. The protection section consistent with the advancing route of each train is independently established for each train through the CBI, the whole process does not depend on the trackside ATP, the protection section consistent with the advancing route of each train can still be established for each train even if the trackside ATP breaks down or even in the scene without the trackside ATP, and therefore the running efficiency of the trains is effectively improved. In addition, according to the method, a protection section establishment strategy under the multi-train route is designed according to the characteristics of the CBI, the situation that the advancing route of the front train is affected due to the fact that the rear train crosses the protection section established by the front train is avoided, and overall efficient operation of all the trains under the multi-train route is further improved.

Description

Technical Field

[0001] The present application relates to the technical field of rail transit signal control, and in particular to a method, device, medium and computer interlocking system for establishing a protection zone. Background Art

[0002] In rail transit signal systems, protection zones are key safety measures to prevent trains from running through signals when they cannot stop properly in front of them. With the increasing complexity of rail transit networks and higher requirements for operational efficiency, how to efficiently and safely establish protection zones that are consistent with the train's path has become an urgent problem to be solved.

[0003] Currently, there is a solution for establishing a protection section using the trackside automatic train protection system (ATP). Through the interaction between the trackside ATP and the automatic train monitoring system (ATS) and the computer interlocking system (CBI), it obtains information on the direction in which the protection section needs to be locked, the occupancy information of the protection section, and whether the expected switch position of the protection section is consistent with the actual position, and determines whether to apply to the CBI to establish a protection section. Through the effective cooperation of the ATS, trackside ATP and CBI, the protection section consistent with the train running direction is finally selected and established.

[0004] The above scheme can establish a protection section consistent with the train driving path when the protection section contains a turnout. However, this scheme is overly dependent on the trackside ATP. When the trackside ATP fails, the flexible selection of the protection section path cannot be achieved.

[0005] Therefore, technicians in this field are in urgent need of a protection zone establishment method to solve the problem that the current common protection zone establishment scheme cannot function when there is a trackside ATP failure. Summary of the invention

[0006] The purpose of this application is to provide a method, device, medium and computer interlocking system for establishing a protection section, so as to reduce the dependence on trackside ATP under the premise of establishing a protection section consistent with the train's travel path.

[0007] In order to solve the above technical problems, the present application provides a protection zone establishment method, which is applied to a computer interlocking system, comprising:

[0008] After receiving a route arrangement command sent by the train automatic monitoring system and establishing a main route for the corresponding train, triggering a protection section establishment instruction for the train;

[0009] According to the protection zone triggering condition, determining whether the protection zone establishment instruction is valid;

[0010] If valid, then establishing the protection section of the train according to the route arrangement command;

[0011] If it is invalid, wait until the determination of whether the protection section establishment instruction for the next cycle is valid is triggered;

[0012] Among them, the triggering conditions of the protection section include:

[0013] There is no train occupancy in the triggering protection section delay section of the main route.

[0014] In a possible embodiment, the triggering conditions of the protection section further include:

[0015] The protection section establishment of the main route is not triggered;

[0016] The triggering protection section delay section is in the train locking state, and the locking direction is consistent with the direction of the protection section path;

[0017] The previous section of the triggering protection section delay section is in the train locking state, and the locking direction is consistent with the direction of the protection section path;

[0018] The locking of the triggering protection section delay section and its previous section belongs to the same route;

[0019] Among them, only when all the triggering conditions of the protection section are met, it is determined that the protection section establishment instruction is valid.

[0020] In a possible embodiment, establishing the protection section path of the train according to the arranged route command includes:

[0021] Determine the protection section path of the train according to the arranged route command;

[0022] Judge whether there is a protection section to be unlocked in the main route of the train;

[0023] If there is, wait for the protection section to be unlocked;

[0024] If not, establish a protection section for the train according to the protection section path.

[0025] In a possible embodiment, before waiting for the protection section to be unlocked, it further includes:

[0026] Judge whether the protection section to be unlocked is consistent with the protection section corresponding to the protection section path;

[0027] If so, take over the protection section to be unlocked as the protection section of the train.

[0028] In a possible embodiment, before determining whether there is a protection section to be unlocked in the main route of the train, it further includes:

[0029] Determine whether the protection section path determined according to the arranged route command is unique;

[0030] If it is not unique, obtain the protection section path selection command sent by the train automatic monitoring system;

[0031] Determine the unique protection section path according to the protection section path selection command.

[0032] In a possible embodiment, before establishing a protection section for the train according to the protection section path, it further includes:

[0033] Determine whether there are other trains in the protection section of the train;

[0034] If so, wait until other trains completely clear the protection section, and then establish a protection section for the train according to the protection section path.

[0035] In a possible embodiment, when establishing a protection section for the train according to the protection section path, it further includes:

[0036] If the switch in the protection section path is manually single-locked at a position inconsistent with the protection section path, re-determine the protection section path based on the position of the manually single-locked switch;

[0037] Establish a protection section for the train according to the newly determined protection section path.

[0038] To solve the above technical problems, the present application also provides a protection section establishment device, which is applied to a computer interlocking system and includes:

[0039] A trigger module, configured to trigger the protection section establishment instruction of the train after receiving the arranged route command sent by the train automatic monitoring system and establishing a main route for the corresponding train;

[0040] A judgment module, configured to judge whether the protection section establishment instruction is valid according to the protection section trigger condition; if it is valid, trigger the establishment module, if it is invalid, wait until the next cycle to judge whether the protection section establishment instruction is valid; wherein, the protection section trigger condition includes: there is no train occupancy in the trigger protection section delay section of the main route;

[0041] The establishment module is configured to establish the protection section of the train according to the arranged route command.

[0042] To solve the above technical problems, the present application further provides a computer interlocking system, including:

[0043] A memory for storing a computer program;

[0044] A processor for implementing the steps of the protected section establishment method as described above when executing the computer program.

[0045] To solve the above technical problems, the present application further provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the protected section establishment method as described above are implemented.

[0046] A protected section establishment method provided by the present application triggers the establishment of a train protection period when the ATS sends a route setting command to the CBI to establish the main route of the train in the original train management process. The CBI arranges the main route for each train, that is, the traveling path of each train is known, and thus a protected section consistent with the traveling path of each train can be arranged. Moreover, this method also provides a corresponding solution for the scenario of establishing protected sections for multiple trains. It judges whether the protected section establishment instruction triggered by the preset protected section condition is valid; if there is an overlapping part between the protected sections of the preceding train and the following train, the following train is allowed to establish its own protected section only after the preceding train has used up the protected section; thus, a protected section consistent with the expected path is established for each train at an appropriate time, effectively improving the operation efficiency of the train.

[0047] Moreover, the protected section establishment process implemented by this method only requires the protected section path required for the route setting when the ATS sets the route. The route setting command issued by the ATS itself is a part of the train operation process. The CBI needs to arrange the main route for the train based on the route setting command issued by the ATS. That is, during the establishment of the protected section, the CBI does not have an additional data dependency on other devices, reducing the interaction between multiple systems such as the ATS, trackside ATP, and CBI. The CBI can complete the establishment of the protected section by itself. Whether the establishment of the protected section is successful or not, the CBI will send the trackside ATP in real time, without the ATS and trackside ATP executing additional judgment logic.

[0048] The protected section establishment device, computer-readable storage medium, and computer interlocking system provided by the present application correspond to the above method and have the same effect. Description of the Drawings

[0049] To more clearly illustrate the embodiments of the present application, the following will briefly introduce the accompanying drawings required in the embodiments. Obviously, the accompanying drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other accompanying drawings can be obtained based on these drawings.

[0050] Figure 1 It is a flowchart of a method for establishing a protected section provided by the present invention;

[0051] Figure 2 It is a flowchart of triggering the establishment of a protected section provided by the present invention;

[0052] Figure 3 It is a flowchart of establishing a protected section provided by the present invention;

[0053] Figure 4(a) is the first schematic diagram of a multi - train route protected section establishment process provided by the present invention;

[0054] Figure 4(b) is the second schematic diagram of a multi - train route protected section establishment process provided by the present invention;

[0055] Figure 4(c) is the third schematic diagram of a multi - train route protected section establishment process provided by the present invention;

[0056] Figure 4(d) is the fourth schematic diagram of a multi - train route protected section establishment process provided by the present invention;

[0057] Figure 4(e) is the fifth schematic diagram of a multi - train route protected section establishment process provided by the present invention;

[0058] Figure 4(f) is the sixth schematic diagram of a multi - train route protected section establishment process provided by the present invention;

[0059] Figure 5 It is a structural diagram of a protected section establishment device provided by the present invention;

[0060] Figure 6 It is a structural diagram of another protected section establishment device provided by the present invention. Detailed implementation manners

[0061] The following will clearly and completely describe the technical solutions in the embodiments of the present application with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only some embodiments of the present application, rather than all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the protection scope of the present application.

[0062] The core of this application is to provide a method, device, medium and computer interlocking system for establishing a protected section.

[0063] To enable those skilled in the art to better understand the solution of this application, the following further detailed description of this application will be given in conjunction with the accompanying drawings and specific embodiments.

[0064] In the current application of establishing train protected sections, when there are turnouts in the protected section, how to make the selection of the protected section path consistent with the train's running path has become one of the issues concerned by those skilled in the art.

[0065] In the related art, a solution for establishing a protected section consistent with the train's traveling path by using the wayside train automatic protection system (ATP) is provided. Specifically, when the train is moving towards the protected section, the wayside ATP determines whether there is a turnout on the protected section and then applies to the train automatic supervision system (ATS) for the protected section direction information; after receiving the protected section direction application information, the ATS returns the direction information that the protected section needs to be locked according to the train's operation plan and destination to the wayside ATP; then, the wayside ATP further determines whether to apply to the computer interlocking system (CBI) for establishing a protected section based on the direction information that the protected section needs to be locked obtained from the ATS, the protected section occupancy information, and whether the expected turnout position in the protected section is consistent with the actual position; through the effective cooperation of the ATS, wayside ATP and CBI, a protected section consistent with the train's running direction is finally selected and established.

[0066] It can be seen that the above solution extremely relies on the wayside ATP to execute the judgment logic for establishing the protected section and also relies on the interaction between the wayside ATP and the ATS and CBI. When the wayside ATP itself fails or there is a communication failure, the normal establishment of the protected section cannot be guaranteed.

[0067] To solve the above problems, as Figure 1 shown, this application provides a method for establishing a protected section, which is applied to a computer interlocking system and includes:

[0068] S1: After receiving the route setting command sent by the train automatic supervision system and establishing the main route for the corresponding train, trigger the protected section establishment instruction for this train.

[0069] S2: According to the protected section trigger condition, judge whether the protected section establishment instruction is valid; if it is valid, go to step S3; if it is not valid, wait until the judgment of whether the protected section establishment instruction in the next cycle is valid.

[0070] S3: Establish the protected section for this train according to the route setting command.

[0071] Among them, the protected section conditions include:

[0072] 1) There is no train occupancy in the trigger protection section delay section of the main route.

[0073] First, for step S1, it should be noted that in the original train management of CBI, it already has the function of arranging the main route for the train based on the route setting command issued by ATS. That is, in this method, step S1 is to add an additional control logic for establishing the trigger protection section after the original CBI arranges the main route for the train. The functions of CBI receiving the route setting command issued by ATS and establishing the main route for the corresponding train all belong to the original functions of CBI, and this embodiment does not limit this.

[0074] After the trigger protection section is established, step S2 first judges whether the trigger for establishing this protection section is effective through the protection section conditions. It should be noted that the above protection section trigger conditions only belong to a basic implementation scheme, and the trigger protection section delay section refers to the last section inside the train route with a protection section. Exemplarily, as shown in Figure 4(a), assume that the path 1 of train Train1 is T1, T2, T3. According to this path 1, a protection section should be set at T4, and the trigger protection section delay section of path 1 is T3. When Train1 enters T3, it is considered that Train1 is about to use this protection section T4 (Train1 can stop stably at T3 according to the driving plan, that is, it does not actually enter the protection section T4, but it is also considered to have used the protection section T4; Train1 can also enter the protection section T4 because of certain reasons and fail to stop stably at T3 as expected. At this time, T4 really plays a protective role and is also considered to have used the protection section). Since when Train1 is at a more forward position such as T1, T2, it has not used the protection section T4, the protection section T4 is locked by Train1. At this time, it conflicts with the most basic conditions for establishing the protection section, and the following train cannot establish a protection section with T4.

[0075] Therefore, the protection section trigger conditions in this embodiment specifically focus on whether there is a train occupancy in the trigger protection section delay section that may cause the protection section of the preceding train to be unlocked, and use it as a judgment condition for the effectiveness of the trigger protection section establishment instruction of the following train. Based on this, the above protection section conditions can prevent the following train from establishing a protection section beyond the preceding train, and prevent the protection section established by the following train from affecting the normal travel path of the preceding train and the operation efficiency of the train.

[0076] In other words, the above protection section trigger conditions are only a set of conditions for ensuring that a protection section that can ensure the efficient operation of the train can be established under the condition of multiple train routes. In practical applications, other protection section trigger conditions can also be set based on other requirements to judge the effectiveness of the protection section establishment instruction, and this embodiment does not limit this.

[0077] Further, this embodiment also provides another possible embodiment of the triggering condition of the protection section. The above-mentioned triggering condition of the protection section further includes:

[0078] 2) The main route does not trigger the establishment of the protection section.

[0079] 3) The triggering protection section delay section is in the train locked state, and the locking direction is consistent with the direction of the protection section path.

[0080] 4) The previous section of the triggering protection section delay section is in the train locked state, and the locking direction is consistent with the direction of the protection section path.

[0081] 5) The locking of the triggering protection section delay section and its previous section belongs to the same route;

[0082] Among them, only when all the triggering conditions of the protection section are met (that is, conditions 1 to 5 are all met), it is determined that the protection section establishment instruction is valid.

[0083] Based on the triggering conditions of the protection section provided in this embodiment, steps S1 and S2 regarding the triggering of the protection section establishment instruction and the judgment of its validity are as Figure 2 shown. It should be noted that Figure 2 The order of judging the above 5 triggering conditions of the protection section shown is only one possible implementation scheme. As can be seen from the above, the protection section establishment instruction is considered valid only when all 5 triggering conditions of the protection section are met. Therefore, these 5 triggering conditions of the protection section are in a parallel relationship with each other and there is no requirement for the order. In addition, for Figure 2 the double vertical line border adopted in the step of "setting the protection section establishment command and triggering the establishment of the protection section", it means that this step is not a single action that is only executed once, but refers to a command that is looped and executed multiple times, or the same action is executed multiple times for different subjects or based on real-time changing parameters. Therefore, it is distinguished from other steps by a double vertical line border. Similarly, the double vertical line borders involved in the following embodiments Figure 3 、 Figure 6 also represent the same meaning.

[0084] The triggering conditions of the protected section provided in this embodiment cover all aspects of the establishment of the train protected section and are adapted to the functional characteristics of the CBI and the data characteristics that can be obtained by it. Specifically, condition 1 can ensure that a protected section is not established for the following train across the preceding train, ensuring the normal progress of the preceding train is not affected, thus ensuring the high efficiency of multi-train operation; for the above condition 2, it can ensure that a protected section is not repeatedly established for the same train; for the above conditions 3-5, they are all to ensure that the established protected section is consistent with the traveling direction of the train. Based on the triggering conditions of the protected section provided in this embodiment, it can effectively ensure that a protected section consistent with the train's traveling route is established for the train, thus ensuring the train operation efficiency.

[0085] Moreover, all the above triggering conditions of the protected section do not exceed the original functions of the CBI and the data support that should be known, greatly reducing the interaction between devices such as the ATS, CBI, and trackside ATP required for establishing the protected section, reducing the dependence on other devices and data communication, thus significantly improving the reliability of establishing the protected section. It will not cause the protected section to fail to be normally realized due to trackside ATP failures or even the absence of trackside ATP in some scenarios, or abnormal interactions between ATP and other devices. For the execution entity CBI that realizes the establishment of the protected section in this method, the CBI itself is the management device that makes the protected section effective. In the related technology, the protected section judged and established by the trackside ATP ultimately also needs to apply to the CBI to establish it. That is, the failure of the CBI will inevitably lead to the failure to establish the protected section, and the protected section establishment scheme proposed in the related technology cannot be avoided either. However, compared with the related technology, a protected section establishment method provided in this application can avoid the problem of the failure of establishing the protected section due to abnormal trackside ATP.

[0086] After determining that the protected section establishment instruction is valid, the corresponding protected section can be established for the train. As can be seen from the above description of step S1, the CBI itself is used to obtain the route setting command issued by the ATS and establish the main route for the corresponding train. That is, for the CBI, the traveling path of each train is known, so the CBI can set a protected section consistent with the traveling path for each train.

[0087] When the above-mentioned protection section establishment instruction is invalid, it is necessary to wait for the judgment of whether the protection section establishment instruction in the next cycle is valid. It is easy to understand that the operation of the train is a dynamic process. Especially in the scenario of multi-train operation, the leading train and the trailing train are not always stationary. Therefore, at a specific moment or time period, because the leading train occupies the path of the protection section of the trailing train (it may be that the protection section being used by the leading train overlaps with the protection section to be established by the trailing train, but the protection section is locked by the leading train; it can also be that the protection section established by the trailing train is behind the leading train and will affect the traveling route of the leading train), the protection section of the trailing train cannot be established. It is possible that at a subsequent moment or time period, the leading train unlocks the protection section or completely clears out of the protection section of the trailing train. At this time, the leading train no longer affects the establishment of the protection section of the trailing train. Therefore, based on the above-mentioned method of judging the trigger validity of the protection section in a cycle, the protection section that conforms to the traveling route of each train can be established at an appropriate time, which is suitable for the establishment of the protection section of the multi-train route and ensures the high efficiency of train operation.

[0088] In summary, a method for establishing a protection section provided by this application can ensure the following principles when establishing the protection section:

[0089] 1. The protection section should be able to be established along with the establishment of the main route;

[0090] 2. A protection section consistent with the expected path of the train should be established;

[0091] 3. The multi-train route cannot cross the protection section established by the leading train for the trailing train;

[0092] 4. The multi-train route should be able to establish different protection sections for different trains.

[0093] Among them, Principle 1 corresponds to Step S1, that is, the establishment of the protection section is triggered along with the establishment of the main route of the train; Principle 2 corresponds to Steps S1 and S3. CBI can establish the expected protection section based on the train's arranged route command (i.e., the traveling route); Principle 3 corresponds to Steps S2 and the above-mentioned protection section trigger conditions, so that in the case of a multi-train route, it is avoided that the trailing train crosses the leading train to establish a protection section and affects the traveling route of the leading train; Principle 4 also corresponds to Steps S1 and S3. This method triggers the establishment of the protection section of each train when the main route of each train is established, and the establishment of the protection section takes into account the traveling route of the train, and different protection sections can be established for different trains.

[0094] It can be seen that the method for establishing a protected section provided by the present application can, on the one hand, establish a protected section consistent with the traveling route for each train, ensuring the safety of train operation while also ensuring the efficiency of train operation. On the other hand, this method designs a strategy for establishing protected sections under the multi-train route according to the characteristics of CBI, avoiding the rear train from crossing the front train to establish a protected section and affecting the traveling route of the front train, and further improving the overall efficient operation of all trains under the multi-train route. Moreover, this method only uses CBI to judge and establish the protected section, and does not rely on the trackside ATP throughout the process. Even when the trackside ATP fails or in the scenario without trackside ATP, it can still establish a protected section consistent with the traveling route for each train, thereby effectively improving the train operation efficiency.

[0095] On the other hand, in the above embodiment, whether the triggered protected section is valid is judged based on the protected section trigger condition, so as to ensure the reliability of the protected section and that the rear train will not cross the front train to establish a protected section and affect the train operation efficiency. Further, this embodiment also gives a possible implementation scheme for the specific scheme when officially establishing the protected section after determining that the trigger for establishing the protected section is effective. The above step S3 specifically includes:

[0096] S301: Determine the protected section path of the train according to the route setting command.

[0097] S302: Judge whether there is a protected section to be unlocked in the main route of the train; if so, go to step S303; if not, go to step S304.

[0098] S303: Wait for the protected section to be unlocked.

[0099] S304: Establish a protected section for the train according to the protected section path.

[0100] As described in the above embodiment, in the case of a multi-train route, it is necessary to additionally consider the influence between the front train and the rear train to establish a suitable protected section. Therefore, in this embodiment, if there is a protected section to be unlocked in the main route of the current train (based on the management specification requirements of the current protected section, the track determined as the protected section will be locked as the protected section of the corresponding train), it means that the current train is the rear train, and the protected section required by the current train must be after the front train (because the protected section of the front train is on the main route of the rear train, that is, before the protected section of the rear train). Then, based on the requirement that the rear train cannot cross the front train to establish a protected section, this method restricts the establishment of the protected section of the current train at this time until the front train unlocks the protected section.

[0101] That is, this embodiment is also based on the core requirement that the following train cannot cross the preceding train to establish a protected section. After the trigger for establishing the protected section, further establishment conditions are given to ensure the train operation efficiency in the multi-train route scenario.

[0102] In addition, based on the previous embodiment, this embodiment further provides a further implementation solution. In the negative branch of step S302 above and before step S303, the method further includes:

[0103] S305: Determine whether the protected section to be unlocked is consistent with the protected section corresponding to the protected section path; if so, go to step S306; if not, go to step S303.

[0104] S306: Take over the protected section to be unlocked as the protected section of this train.

[0105] As described in the above embodiment, to ensure the high efficiency of train operation, this method restricts the following train from crossing the preceding train to establish a protected section during multi-train routes to avoid the protected section established by the following train affecting the normal travel route of the preceding train. However, in response to this, this embodiment also provides a further establishment method for a special case. If there is a protected section of other trains in the main route of the current train, then based on the aforementioned requirements, the protected section of the current train should not be established. However, if the protected section to be unlocked is consistent with the protected section to be established by the current train, it means that the protected sections of the preceding train and the following train are the same, that is, there is no problem that the protected section established by the following train will affect the travel route of the preceding train. At this time, the following train can directly take over the protected section of the preceding train. Because based on the positional relationship between the preceding train and the following train, the preceding train must use the protected section before the following train, so the following train taking over this protected section does not affect the use of the protected section by the preceding train. Moreover, the takeover of this protected section enables the protected section path in the multi-train route to be advanced backward, that is, the trigger process for establishing the protected section of the following train of the current train can be carried out, improving the efficiency of establishing the protected section.

[0106] On the other hand, during the establishment process of the protected section, this method further provides a possible embodiment, and step S3 further includes:

[0107] S307: Determine whether the protected section path determined according to the route arrangement command is unique; if not unique, go to step S308.

[0108] S308: Obtain the protected section path selection command sent by the train automatic monitoring system.

[0109] S309: Determine the unique protected section path according to the protected section path selection command.

[0110] It should be noted that there is no conflict between this embodiment and steps S301 to S306 provided in the above embodiment, and they can be implemented jointly or separately. When implemented jointly, steps S307 to S309 can be set after step S301 and before step S302. And when step S307 enters the branch (that is, the protected section path determined according to the arranged route command is unique), it can directly enter step S302.

[0111] This embodiment further deepens Principle 4 in the above-mentioned protected section establishment principle. When there are turnouts in the protected section, different protected sections can be established for different trains based on actual needs, so as to further improve the overall operation efficiency of the multi-train route.

[0112] Moreover, based on steps S301 to S309 provided in the above embodiments, a more comprehensive protected section establishment process can be obtained, and the process is as Figure 3 shown. In Figure 3 , start and end represent the start and end of the current cycle. When establishing a protected section for each train, it may go through one or more establishment cycles as Figure 3 shown. If the train fails to establish the corresponding protected section in one cycle, the establishment process of the next cycle is carried out. Until the protected section of the current train is established, the establishment of the protected section of the next train with a valid trigger is carried out.

[0113] Furthermore, this embodiment also provides another possible implementation scheme for the establishment of the protected section. The above method further includes:

[0114] S41: Determine whether there are other trains in the protected section of this train; if so, go to step S342.

[0115] S42: Wait until other trains completely clear the protected section, and then establish a protected section for this train according to the protected section path.

[0116] It should be noted that the above steps S41 and S42 should be before the actual establishment of the protected section, that is, before step S3. However, when the steps provided in this embodiment are also used as part of step S3, that is, when implemented jointly with the above embodiment, it should be before S304. However, for the sequence relationship with other steps, this embodiment does not make any restrictions. And the implementation of steps S41 and S42 provided in this embodiment does not depend on other sub-steps in step S3.

[0117] The implementation scheme provided in this embodiment further defines the establishment of the protected section between the front and rear trains when multiple train routes are involved. As can be seen from the above embodiment, the trigger condition 1 for the protected section is that the protected section of the front train has been unlocked, but the front train has finished using the protected section. However, there is also a scenario where the front train is still using the protected section, or because the protected section is on the same track section as the front train's travel route, although the front train has finished using the protected section, the front train happens to be in the track section where the protected section is located. At this time, if the rear train establishes the same protected section as the front train, it may affect the forward movement of the front train.

[0118] Therefore, to solve the above problems, in this embodiment, when establishing the protected section, it is further determined whether there are other trains in the protected section of the current train. If not, the protected section is established normally. But if there are, it is necessary to wait for the front train to clear the section to avoid affecting the normal movement of the front train due to the establishment of the protected section of the current train, thus ensuring the train operation efficiency in the scenario of multiple train routes.

[0119] On the other hand, for the trigger conditions and establishment principles of the protected section provided in the above embodiments, this embodiment further illustrates the specific implementation of the above embodiments with examples:

[0120] First, the general diagrams in Figures 4(a) to 4(f) are explained:

[0121] The track section represented in blue indicates that this track section has been established as a train route, the track section represented in yellow indicates that this track section has been established as a protected section, and the track section represented in black indicates that this track section has not been established as a train route or a protected section.

[0122] "S1" represents the signal lamp of the starting signal, and "S2" represents the signal lamp of the terminal signal. The state of the signal lamp is represented by three circular symbols; when the signal lamp is green (i.e., the second circle is filled with green and marked with "X"), it means that the path after the starting signal / terminal signal allows the train to enter at this time; similarly, when the signal lamp is red (i.e., the first circle is filled with red and marked with "X"), it means that the subsequent path does not allow the train to enter.

[0123] The character "O1p_1" indicates that the established protected section at this time is the protected section 1 of train Train1; the character "O1p_2" indicates that the established protected section at this time is the protected section 2 of train Train2; the character "W" indicates that there is a train parked stably at this time.

[0124] As shown in Fig. 4(a), the ATS arranges the train route for Train1. The main route includes track sections T1, T2, and T3 (corresponding to step S1). Based on this route, a protected section should be established in track section T4 (corresponding to step S3). And since T4 contains switch P1, based on the protected section selection command issued by the ATS, the only protected section path 1 is determined (i.e., P1 is in the normal position, corresponding to steps S307 - S309). Assuming there are no other trains before Train1, the protected section path 1 of Train1 is successfully established, meeting the protected section triggering conditions and establishment principles provided by the above steps S2, S3, and their further embodiments.

[0125] As shown in Fig. 4(b), when Train1 runs normally to T2, at this time T1 is unlocked, and the following train Train2 of Train1 enters this section. According to step S1, the ATS needs to arrange the main route for Train2. Assuming the main route of Train2 is also T1, T2, and T3, then the protected section of Train2 should also be T4. However, at this time, according to the above - mentioned protected section establishment principle 4 and steps S307 - S309, a different protected section path from Train1 should be selected for Train2. Then the protected section path 2 corresponding to Train2 should be the reverse position of P1. However, since Train1 is using the protected section of path 1 at this time, based on step S2, the establishment of the protected section of Train2 will not be triggered.

[0126] As shown in Fig. 4(c), with the normal following operation of Train1 and Train2, Train1 runs to T3 and stops stably, that is, Train1 has used up the protected section, and the protected section of path 1 is unlocked. At this time, based on step S2 and the protected section triggering condition 1, since the triggering protected section delay section of the main route of Train2 is T3 and T3 is occupied by a train, Train2 does not meet the protected section triggering condition 1 and cannot trigger the establishment of the protected section of path 2 (if the establishment of path 2 is successful, P1 is actuated to the reverse position, and Train1 cannot continue to travel according to the expected path P1 in the normal position, and the change in the travel path will affect the operation efficiency of Train1).

[0127] As shown in FIG. 4(d), as Train1 and Train2 continue to run, Train1 clears T3 and runs to the next route. At this time, T2 and T3 are unlocked, and there are no other trains on the main route of Train2, meeting the conditions for triggering the establishment of the protected section. Then, the establishment of the protected section of Route 2 is triggered. However, since Train1 has not completely cleared the protected section T4 at this time, based on steps S41 and S42 in the above embodiment, Train2 cannot establish the protected section of Route 2 (Train1 is running on T4, and the switch P1 in T4 is not allowed to move, so it cannot move to the reverse position to establish the protected section of Route 2).

[0128] As shown in FIG. 4(e), Train1 continues to run and clears the protected section T4. At this time, Train2 meets the conditions for establishing the protected section. Therefore, the switch P1 of T4 moves to the reverse position and is locked. At this time, the protected section of Route 2 of Train2 is successfully established.

[0129] As shown in FIG. 4(f), Train2 continues to run to T3 and stops stably. At this time, the protected section of Route 2 is unlocked. So far, the complete process of establishing the protected section in the multi-train route scenario of the two trains Train1 and Train2 ends.

[0130] On the other hand, as described in the above embodiment, when there is a switch in the protected section, the protected section path consistent with the train's traveling route direction should be arranged for the train based on actual needs. However, in actual applications, there is a special scenario. Due to various reasons such as the maintenance of the subsequent track area at a certain position of the switch or the failure of the switch equipment itself, the switch may be manually single-locked in a position inconsistent with the expected path (for example, the expected switch P1 of the protected section of Route 1 of Train1 is in the normal position, but at this time P1 is single-locked in the reverse position). Then, this embodiment also gives an adaptive implementation scheme for how to establish the protected section in this special case. The above step S3 further includes:

[0131] S310: If the switch in the protected section path is manually single-locked in a position inconsistent with the protected section path, re-determine the protected section path based on the position of the manually single-locked switch.

[0132] S311: Establish the protected section for the train according to the newly determined protected section path.

[0133] That is to say, in this embodiment, when the switch in the protected section is manually single-locked in a position inconsistent with the expected protected section path, it is regarded that there is human factor intervention in the establishment of the protected section. At this time, following the principle of giving priority to human intervention, the CBI is allowed to establish a protected section inconsistent with the expected protected section path, so as to prevent abnormal problems such as switch equipment failures from affecting the normal establishment of the train's protected section, that is, to avoid affecting the normal operation of the train.

[0134] In the above embodiments, a method for establishing a protected section is described in detail. The present application also provides an embodiment corresponding to the apparatus for establishing a protected section. It should be noted that the embodiments of the apparatus part of the present application are described from two perspectives, one is from the perspective of functional modules, and the other is from the perspective of hardware.

[0135] From the perspective of functional modules, as Figure 5 shown, this embodiment provides an apparatus for establishing a protected section, which is applied to a computer interlocking system and includes:

[0136] A trigger module 11, configured to trigger a protected section establishment instruction for the train after receiving a route setting command sent by the train automatic monitoring system and establishing a main route for the corresponding train;

[0137] A judgment module 12, configured to judge whether the protected section establishment instruction is valid according to the protected section trigger condition; if it is valid, trigger the establishment module, and if it is invalid, wait until the judgment of whether the protected section establishment instruction in the next cycle is valid; wherein, the protected section trigger condition includes: no train occupancy in the trigger protected section delay section of the main route;

[0138] An establishment module 13, configured to establish a protected section for the train according to the route setting command.

[0139] Since the embodiments of the apparatus part correspond to the embodiments of the method part, for the embodiments of the apparatus part, please refer to the description of the embodiments of the method part, which will not be elaborated here.

[0140] Figure 6 The following is a structural diagram of a computer interlocking system provided in another embodiment of the present application. As Figure 6 shown, a computer interlocking system includes: a memory 20, configured to store a computer program.

[0141] A processor 21, configured to implement the steps of the method for establishing a protected section in the above embodiment when executing the computer program.

[0142] It should be noted that the computer program stored in the memory can be written in C language but is not limited to it. The above method for establishing the protected section can also be implemented using other computer languages. The computer program in this embodiment can be implemented based on the CBTC system (Communication Based Train Control System), but it can also be implemented in the point type, the fully automatic operation system (FAO), as well as the interlocking of conventional railway and high-speed railway. The computer interlocking system provided in this embodiment can be but is not limited to the CBI based on the TECIS platform (a dedicated platform for CBI), but the CBI of other platforms can also implement the computer interlocking system in this embodiment.

[0143] Among them, the processor 21 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 21 can be implemented in at least one hardware form of a digital signal processor (DSP), a field-programmable gate array (FPGA), and a programmable logic array (PLA). The processor 21 can also include a main processor and a coprocessor. The main processor is a processor used to process data in the wake state, also known as the central processing unit (CPU); the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, the processor 21 may be integrated with a graphics processing unit (GPU), and the GPU is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 21 may further include an artificial intelligence (AI) processor, and the AI processor is used to process computational operations related to machine learning.

[0144] The memory 20 may include one or more computer-readable storage media, which may be non-transitory. The memory 20 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices and flash storage devices. In this embodiment, the memory 20 is at least used to store the following computer program 201. After the computer program is loaded and executed by the processor 21, it can implement the relevant steps of a protected section establishment method disclosed in any of the foregoing embodiments. In addition, the resources stored in the memory 20 may also include an operating system 202, data 203, etc., and the storage method may be temporary storage or permanent storage. Among them, the operating system 202 may include Windows, Unix, Linux, etc. The data 203 may include, but is not limited to, a protected section establishment method, etc.

[0145] It is not difficult to understand that, as a common device in current train operation management, in addition to being used to execute the above-mentioned protected section establishment method, the CBI also has other functions. These other functions also require corresponding hardware structures and device support. Therefore, a computer interlocking system provided in this embodiment is not limited to only including the above-mentioned memory 20 and processor 21. Based on the types and models of the CBI, a computer interlocking system provided in this embodiment may also include other hardware modules. For example, in a possible embodiment, a computer interlocking system may further include a display screen 22, an input / output interface 23, a communication interface 24, a power supply 25, and a communication bus 26.

[0146] Those skilled in the art can understand that Figure 6 the structure shown in

[0147] A computer interlocking system provided in an embodiment of the present application includes a memory and a processor. When the processor executes the program stored in the memory, it can implement the following method: a protected section establishment method.

[0148] Finally, the present application also provides an embodiment corresponding to a computer-readable storage medium. A computer program is stored on the computer-readable storage medium, and when the computer program is executed by the processor, it implements the steps recorded in the above method embodiment.

[0149] It can be understood that if the methods in the above embodiments are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and executes all or part of the steps of the methods described in various embodiments of the present application. The aforementioned storage medium includes: various media such as USB flash drives, mobile hard disks, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical discs that can store program codes.

[0150] The above has introduced in detail a method, device, medium, and computer interlocking system for establishing a protected section provided by the present application. The various embodiments in the specification are described in a progressive manner. Each embodiment focuses on the differences from other embodiments. The same or similar parts among the various embodiments can be referred to each other. For the device disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple. For the relevant parts, reference can be made to the description of the method part. It should be noted that for those of ordinary skill in the art in this technical field, without departing from the principle of the present application, several improvements and modifications can be made to the present application, and these improvements and modifications also fall within the protection scope of the present application.

[0151] It should also be noted that in this specification, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including", or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article, or device comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. Without further limitation, an element defined by the statement "comprising one..." does not exclude the existence of another identical element in the process, method, article, or device comprising the said element.

Claims

1. A method for establishing a protection section, characterized in that, Applied to a computer interlocking system, including: After receiving the route setting command sent by the Train Automatic Supervision System and establishing the main route for the corresponding train, triggering the protection section establishment instruction for the said train; Judging whether the protection section establishment instruction is valid according to the protection section triggering conditions; If it is valid, establishing the protection section of the said train according to the route setting command; If it is invalid, waiting until the judgment of whether the protection section establishment instruction is valid in the next cycle is triggered; Wherein, the protection section triggering conditions include: There is no train occupancy in the triggering protection section delay section of the main route.

2. The method for establishing a protected section according to claim 1, wherein The protection section triggering conditions further include: The main route does not trigger the establishment of the protection section; The triggering protection section delay section is in the train locked state, and the locking direction is consistent with the direction of the protection section path; The previous section of the triggering protection section delay section is in the train locked state, and the locking direction is consistent with the direction of the protection section path; The locking of the triggering protection section delay section and its previous section belongs to the same route; Wherein, only when all the protection section triggering conditions are met, it is judged that the protection section establishment instruction is valid.

3. The method for establishing a protected section according to claim 1 or 2, characterized in that, Establishing the protection section path of the said train according to the route setting command includes: Determining the protection section path of the said train according to the route setting command; Judging whether there is a protection section to be unlocked in the main route of the said train; If there is, waiting for the protection section to be unlocked; If not, establishing a protection section for the said train according to the protection section path.

4. The method for establishing a protected section according to claim 3, wherein Before waiting for the protection section to be unlocked, it further includes: Judging whether the protection section to be unlocked is consistent with the protection section corresponding to the protection section path; If so, taking over the protection section to be unlocked as the protection section of the said train.

5. The method for establishing a protected section according to claim 3, wherein, Before judging whether there is a protection section to be unlocked in the main route of the said train, it further includes: Judging whether the protection section path determined according to the route setting command is unique; If it is not unique, obtaining the protection section path selection command sent by the Train Automatic Supervision System; Determining the unique protection section path according to the protection section path selection command.

6. The method for establishing a protected section according to claim 3, wherein, Before establishing a protection section for the said train according to the protection section path, it further includes: Judging whether there are other trains in the protection section of the said train; If so, waiting until other trains completely clear the protection section, and then establishing a protection section for the said train according to the protection section path.

7. The method for establishing a protected section according to claim 3, wherein When establishing a protection section for the said train according to the protection section path, it further includes: If the switch in the protection section path is manually locked individually at a position inconsistent with the protection section path, re-determining the protection section path based on the position of the manually locked switch; Establishing a protection section for the said train according to the newly determined protection section path.

8. An apparatus for establishing a protection section, characterized in that, Applied to a computer interlocking system, including: A triggering module, configured to trigger the protection section establishment instruction for the said train after receiving the route setting command sent by the Train Automatic Supervision System and establishing the main route for the corresponding train; A judgment module, configured to judge whether the protected section establishment instruction is valid according to the protected section trigger condition; if it is valid, trigger the establishment module, and if it is invalid, wait until the next cycle to judge whether the protected section establishment instruction is valid; wherein, the protected section trigger condition includes: there is no train occupancy in the trigger protected section delay section of the main route. The establishment module is configured to establish the protected section of the train according to the arranged route command.

9. A computer interlocking system, characterized in that, It includes: A memory for storing computer programs; A processor, configured to implement the steps of the protected section establishment method according to any one of claims 1 to 7 when executing the computer program.

10. A computer-readable storage medium, characterized in that, A computer program is stored on the computer-readable storage medium, and when the computer program is executed by the processor, the steps of the protected section establishment method according to any one of claims 1 to 7 are implemented.

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