A protection zone establishment method, device, medium and computer interlocking system

Abstract

The present application discloses a method, device, medium, and computer interlocking system for establishing a protection section, relating to the field of rail transit signal control technology. The method is used to establish a protection section for a train that is consistent with its expected path. To address the problem that traditional solutions rely on trackside ATP for implementation, a protection section establishment method is provided. Through CBI, a protection section that is consistent with the train's route is independently established for each train, without relying on trackside ATP. Even if the trackside ATP fails or even in the absence of trackside ATP, a protection section that is consistent with the train's route can still be established for each train, thereby effectively improving the train's operating efficiency. Furthermore, the method also designs a protection section establishment strategy for multiple train routes based on the characteristics of CBI, preventing the following train from overtaking the preceding train to establish a protection section and affecting the preceding train's route, further improving the overall efficient operation of all trains under multiple train routes.

Description

Technical Field

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

[0002] In rail transit signaling systems, protection zones are a key safety measure to prevent trains from running through signals without stopping properly. With the increasing complexity of rail transit networks and the increasing demands for operational efficiency, efficiently and safely establishing protection zones that align with train paths has become a pressing issue.

[0003] Currently, there is a solution that uses the trackside automatic train protection system (ATP) to establish a protection section. Through the interaction between the trackside ATP, the automatic train monitoring system (ATS) and the computer interlocking system (CBI), it obtains information about the direction in which the protection section needs to be locked, the occupancy information of the protection section, and whether the expected switch position in the protection section is consistent with the actual position. It then 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's direction of travel is finally selected and established.

[0004] The above solution can establish a protection section that aligns with the train's route when a switch is included within the protection section. However, this solution relies heavily on trackside ATP, and when a trackside ATP fails, flexible selection of the protection section path is not possible.

[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 fault. 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 while establishing a protection section consistent with the train's travel path.

[0007] 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 an automatic train monitoring system and establishing a main route for a 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, establishing a protection section for the train according to the route arrangement command;

[0011] If invalid, wait until the next cycle is triggered to determine whether the protection zone establishment instruction is valid;

[0012] The protection zone triggering conditions include:

[0013] There is no train occupying the delay section of the trigger protection section of the main route.

[0014] In a possible embodiment, the protection zone triggering condition further includes:

[0015] The main route does not trigger the establishment of a protection zone;

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

[0017] The section before the delay section of the trigger protection 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 delay section of the trigger protection section and the section before it belongs to the same route;

[0019] The protection zone establishment instruction is determined to be valid only when all protection zone triggering conditions are met.

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

[0021] Determine the protected section path of the train according to the route arrangement command;

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

[0023] If it exists, wait for the protection section to be unlocked;

[0024] If it does not exist, a protection section is established for the train according to the protection section path.

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

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

[0027] If so, the protection section to be unlocked is taken over 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, the method further includes:

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

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

[0031] The unique protection zone path is determined according to the protection zone path selection command.

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

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

[0034] If so, wait until other trains have completely cleared 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, the method further includes:

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

[0037] A protection section is established for the train according to the newly determined protection section path.

[0038] To solve the above technical problems, the present application further provides a protection zone establishment device, which is applied to a computer interlocking system, comprising:

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

[0040] The judgment module is used to judge whether the protection section establishment instruction is valid according to the protection section triggering condition; if it is valid, the establishment module is triggered; if it is not valid, the judgment of whether the protection section establishment instruction is valid is triggered until the next cycle is triggered; wherein, the protection section triggering condition includes: no train is occupying the delay section of the triggering protection section of the main route;

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

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

[0043] memory for storing computer programs;

[0044] A processor is configured to implement the steps of the protection zone establishment method as described above when executing the computer program.

[0045] In order to solve the above technical problems, the present application also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the protection zone establishment method as described above are implemented.

[0046] The present application provides a method for establishing a protection section, which triggers the establishment of a train protection period when the ATS sends a route arrangement command to the CBI in the original train management process to establish the main route of the train. The CBI arranges the main route for each train, that is, the travel path of each train is known, and then a protection section consistent with its travel path can be arranged for each train. In addition, the present method also provides a corresponding solution for the scenario of establishing protection sections for multiple vehicles. The validity of the triggered protection section establishment instruction is judged by the pre-set protection section conditions; if the protection sections of the leading and trailing vehicles overlap, the trailing vehicle must wait until the leading vehicle has used up the protection section before it is allowed to establish its own protection section; thereby achieving the establishment of a protection section consistent with the expected path for each train in an appropriate and practical manner, thereby effectively improving the operation efficiency of the train.

[0047] Furthermore, the protection section establishment process implemented by this method only requires the ATS to specify the protection section path required for the route when arranging the route. The route arrangement command issued by the ATS is itself a part of the train operation process. The CBI needs to arrange the main route for the train based on the route arrangement command issued by the ATS. That is, in the process of establishing the protection section, the CBI does not generate additional data dependence on other equipment, reducing the interaction between multiple systems such as the ATS, trackside ATP and CBI, and the CBI can complete the establishment of the protection section by itself. Whether the protection section is established successfully or not, the CBI will send the trackside ATP in real time, without the need for the ATS and trackside ATP to perform additional judgment logic.

[0048] The protection zone establishment device, computer-readable storage medium and computer interlocking system provided in this application correspond to the above method and have the same effect as above. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] In order to more clearly illustrate the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0050] Figure 1 A flowchart of a method for establishing a protection zone provided by the present invention;

[0051] Figure 2 A flowchart of triggering the establishment of a protection zone provided by the present invention;

[0052] Figure 3 A flowchart for establishing a protection zone provided by the present invention;

[0053] FIG4( a ) is a first schematic diagram of a process for establishing a multi-train route protection section provided by the present invention;

[0054] FIG4( b ) is a second schematic diagram of a process for establishing a multi-train route protection section provided by the present invention;

[0055] FIG4( c ) is a third schematic diagram of a process for establishing a multi-train route protection section provided by the present invention;

[0056] FIG4( d ) is a fourth schematic diagram of a process for establishing a multi-train route protection section provided by the present invention;

[0057] FIG4( e ) is a fifth schematic diagram of a process for establishing a multi-train route protection section provided by the present invention;

[0058] FIG4( f ) is a sixth schematic diagram of a process for establishing a multi-train route protection section provided by the present invention;

[0059] Figure 5 A structural diagram of a protection zone establishment device provided by the present invention;

[0060] Figure 6 This is a structural diagram of another protection zone establishment device provided by the present invention. DETAILED DESCRIPTION

[0061] The following will be combined with the accompanying drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0062] The core of this application is to provide a protection zone establishment method, device, medium and computer interlocking system.

[0063] In order to enable those skilled in the art to better understand the present application, the present application is further described in detail below with reference to the accompanying drawings and specific implementation methods.

[0064] In the current application of establishing train protection sections, when the protection section contains switches, how to make the selection of the protection section path consistent with the train's driving path has become one of the issues that technical personnel in this field are concerned about.

[0065] In related technologies, a solution is provided for establishing a protection section that aligns with the train's path using a trackside automatic train protection system (ATP). Specifically, when a train approaches the protection section, the trackside ATP determines whether there are switches in the protection section and then requests protection section direction information from the automatic train monitoring system (ATS). After receiving the protection section direction request information, the ATS returns information to the trackside ATP regarding the direction in which the protection section needs to be locked based on the train's operation plan and destination. The trackside ATP then determines whether to request the computer interlocking system (CBI) to establish the protection section based on the protection section direction information, protection section occupancy information, and whether the expected switch position in the protection section is consistent with the actual position, obtained from the ATS. Through the effective coordination of the ATS, the trackside ATP, and the CBI, a protection section that aligns with the train's direction of travel is ultimately selected and established.

[0066] This demonstrates that the aforementioned solution relies heavily on the trackside ATP's logic for establishing protected zones, and on the interaction between the trackside ATP, the ATS, and the CBI. If the trackside ATP itself fails or if there is a communication failure, the normal establishment of protected zones cannot be guaranteed.

[0067] To solve the above problems, Figure 1 As shown, the present application provides a protection zone establishment method, which is applied to a computer interlocking system, comprising:

[0068] S1: After receiving the route arrangement command sent by the train automatic monitoring system and establishing the main route for the corresponding train, trigger the protection section establishment instruction of the train.

[0069] S2: According to the protection zone triggering condition, determine whether the protection zone establishment instruction is valid; if valid, go to step S3; if invalid, wait until the next cycle protection zone establishment instruction is triggered to determine whether it is valid.

[0070] S3: Establish the protection section for the train according to the route arrangement command.

[0071] The protection zone conditions include:

[0072] 1) There is no train occupying the delay section of the trigger protection section of the main approach.

[0073] First, regarding step S1, it's important to note that, in existing train management, the CBI already assigns a primary route to a train based on the route assignment command issued by the ATS. That is, in this method, step S1 adds control logic to trigger the establishment of a protection zone after the existing CBI assigns a primary route to the train. The CBI's receipt of the route assignment command issued by the ATS and the establishment of the corresponding primary route are both inherent functions of the CBI and are not limited in this embodiment.

[0074] After triggering the establishment of the protection section, step S2 first determines whether the triggering of the protection section establishment is valid based on the protection section conditions. It should be noted that the above protection section triggering conditions are only a basic implementation scheme, where the delay period for triggering the protection section refers to the last section within the train route with the protection section. For example, as shown in Figure 4(a), assume that the route 1 of train Train1 consists of T1, T2, and T3. According to this route 1, the protection section should be set at T4, and the delay period for triggering the protection section of route 1 is T3. When Train1 enters T3, it is considered that Train1 will use this protection section T4. (Train1 may stop at T3 according to the driving plan, that is, not actually enter the protection section T4, but it is still considered to have used the protection section T4. Train1 may also enter the protection section T4 due to some reason and fail to stop at T3 as expected. In this case, T4 has truly fulfilled the protection function and is also considered to have used the protection section.) Since when Train1 is at a further front position, such as T1 or T2, it must not use the protection section T4, the protection section T4 is locked by Train1. This conflicts with the most basic condition for establishing a protection section, and the following vehicle cannot establish a protection section with T4.

[0075] Therefore, the protection zone triggering conditions in this embodiment specifically focus on whether a train is occupying the protection zone triggering delay period, which could potentially unlock the protection zone of the leading vehicle. This serves as a criterion for determining whether the instruction to trigger the protection zone establishment by the following vehicle is valid. Based on this, the aforementioned protection zone conditions can prevent the following vehicle from establishing a protection zone beyond the preceding vehicle's established protection zone, preventing the protection zone established by the following vehicle from affecting the normal travel path of the preceding vehicle and affecting train operation efficiency.

[0076] In other words, the aforementioned protection zone triggering condition is merely a condition set to ensure that a protection zone that ensures efficient train operation can be established in a multi-train route. In actual applications, other protection zone triggering conditions can be set based on other requirements to determine whether the protection zone establishment instruction is valid, and this embodiment does not impose any restrictions on this.

[0077] Furthermore, this embodiment provides another possible embodiment of a protection zone triggering condition. The above protection zone triggering condition further includes:

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

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

[0080] 4) The section before the delay section that triggers the protection section is in the train locking state, and the locking direction is consistent with the direction of the protection section path.

[0081] 5) The locking of the delay section of the trigger protection section and the section before it belongs to the same route;

[0082] Among them, only when all protection zone triggering conditions are met (that is, conditions 1 to 5 are all met), the protection zone establishment instruction is judged to be valid.

[0083] Based on the protection zone triggering conditions provided in this embodiment, steps S1 and S2 regarding the triggering of the protection zone establishment instruction and the judgment of whether it is effective are as follows: Figure 2 It should be noted that Figure 2 The order in which the five protection zone trigger conditions are judged is only one possible implementation plan. As can be seen from the above, the protection zone establishment instruction is considered valid only when all five protection zone trigger conditions are met. Therefore, these five protection zone trigger conditions are in parallel with each other and there is no order requirement. In addition, for Figure 2 The double vertical line border of the step "Set protection zone establishment command and trigger protection zone establishment" indicates that this step is not a single action that is executed only once, but refers to a command loop that is executed multiple times, or the same action is executed multiple times for different subjects or based on real-time changing parameters. Therefore, the double vertical line border is used to distinguish it from other steps. Similarly, in the following embodiments, Figure 3 、 Figure 6 The double vertical line border in has the same meaning.

[0084] The protection section triggering conditions provided in this embodiment involve all aspects of the establishment of train protection sections, and are adapted to the functional characteristics of CBI and the characteristics of the data it can obtain. Specifically, condition 1 can ensure that a protection section will not be established for the following train by crossing the preceding train, ensuring that the normal movement of the preceding train is not affected, thereby ensuring the efficient operation of multiple trains; for the above condition 2, it can be ensured that a protection section will not be repeatedly established for the same train; for the above conditions 3-5, they are all to ensure that the established protection section is consistent with the direction of travel of the train. Based on the protection section triggering conditions provided in this embodiment, it can be effectively ensured that a protection section consistent with the train's route is established for the train, thereby ensuring the train's operating efficiency.

[0085] Moreover, all of the above-mentioned protection section triggering conditions do not exceed the original functions of CBI and the data support that should be known, which greatly reduces the interaction between the ATS, CBI and trackside ATP and other equipment required for the establishment of the protection section, reduces the dependence on other equipment and data communication, and thus greatly improves the reliability of the protection section establishment. It will not be unable to implement the protection section normally due to problems such as trackside ATP failure or even the lack of trackside ATP in some scenarios, or abnormalities in the interaction between ATP and other equipment. As for the CBI, the executive body of the protection section establishment implemented by this method, the CBI itself is the management device that makes the protection section effective. The protection section judged and established by the trackside ATP in the related technology will eventually need to apply to the CBI for its establishment. That is, the failure of the CBI will inevitably lead to the failure of the protection section to be established, and the protection section establishment scheme proposed in the related technology cannot be avoided. However, compared with the related technology, the protection section establishment method provided by this application can avoid the problem of failure of the protection section establishment due to abnormalities in the trackside ATP.

[0086] After confirming that the protection zone establishment command is valid, the corresponding protection zone 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 arrangement command issued by the ATS and establish the main route for the corresponding train. In other words, the CBI knows the travel path of each train, so the CBI can set a protection zone for each train that aligns with its travel path.

[0087] If the above determination of the protection zone establishment instruction is invalid, the next cycle's determination of whether the protection zone establishment instruction is valid is necessary. It's easy to understand that train operation is a dynamic process, especially in multi-vehicle scenarios, where the leading and trailing trains are not always stationary. Therefore, if, at a specific moment or time period, the trailing train's protection zone cannot be established because the leading train occupies the trailing train's protection zone path (perhaps the leading train's currently active protection zone overlaps with the trailing train's to-be-established protection zone, but the protection zone is locked by the leading train; or the trailing train's established protection zone is behind the leading train, affecting the trailing train's path), the leading train may unlock the protection zone at a later moment or time period, or completely exit the trailing train's protection zone, at which point the leading train no longer affects the trailing train's protection zone establishment. Therefore, based on the above-mentioned periodic determination of protection zone trigger validity, this method can establish a protection zone for each train at the appropriate time, consistent with its route. This approach is suitable for establishing protection zones on multi-train routes, ensuring efficient train operation.

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

[0089] 1. The protected area should be able to be established along with the main approach road;

[0090] 2. A protection zone should be established that is consistent with the train's expected path;

[0091] 3. Multiple train routes cannot cross the front train to establish a protection zone for the following train;

[0092] 4. Multi-train routes 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 when the main route of the train is established; principle 2 corresponds to steps S1 and S3, and CBI can establish the desired protection section based on the train's arrangement route command (that is, the driving route); principle 3 corresponds to step S2 and the above-mentioned protection section triggering conditions, so that when multiple trains are on the route, the rear train is prevented from crossing the front train to establish a protection section and affecting the route of the front 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 the train is established, and the establishment of the protection section takes into account the 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 protection section provided by the present application can, on the one hand, establish a protection section that is consistent with its route for each train, thereby ensuring the safety of train operation while also ensuring the efficiency of train operation. On the other hand, the present method designs a protection section establishment strategy for multi-train routes based on the characteristics of CBI, thereby preventing the rear train from crossing the front train to establish a protection section and affecting the route of the front train, further improving the overall efficient operation of all trains under multi-train routes. Moreover, the present method only uses CBI to determine and establish the protection section, and does not rely on trackside ATP throughout the process. Even if the trackside ATP fails or even in the absence of trackside ATP, a protection section that is consistent with its route can still be established for each train, thereby effectively improving the train's operating efficiency.

[0095] On the other hand, in the above embodiment, the validity of the triggered protection section is determined based on the protection section triggering conditions, thereby ensuring the reliability of the protection section and preventing the following train from overtaking the preceding train to establish the protection section and affecting the train's operating efficiency. Furthermore, this embodiment also provides a possible implementation plan for the specific scheme for formally establishing the protection section after determining that the protection section establishment trigger is valid. The above step S3 specifically includes:

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

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

[0098] S303: Waiting for the protection zone to be unlocked.

[0099] S304: Establish a protection section for the train based on the protection section path.

[0100] As described in the above embodiment, in the case of multiple train routes, it is necessary to additionally consider the impact between the leading and trailing trains and establish appropriate protection sections. Therefore, in this embodiment, if there is a protection section to be unlocked in the main route of the current train (based on the management specifications of the current protection section, the track determined to be a protection section will be locked as the protection section of the corresponding train), it means that the current train is the trailing train, and the protection section that the current train needs to establish must be after the leading train (because the protection section of the leading train is on the main route of the trailing train, that is, before the protection section of the trailing train). Based on the above requirement that the trailing train cannot establish a protection section beyond the leading train, this method limits the establishment of the current train's protection section until the leading train unlocks the protection section.

[0101] That is, this embodiment is also based on the core requirement that the rear vehicle cannot cross the front vehicle to establish a protection section. After triggering the establishment of the protection 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 also provides a further implementation scheme. In the No branch of the above step S302 and before step S303, this method further includes:

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

[0104] S306: Taking over the protection section to be unlocked as the protection section of the train.

[0105] As described in the above embodiment, to ensure efficient train operation, this method restricts the trailing train from establishing a protected section beyond the leading train in a multi-train route, preventing the trailing train's established protected section from impacting the leading train's normal route. However, this embodiment also provides a further establishment method for a special case. If the current train's main route already contains a protected section for another train, then, based on the aforementioned requirements, the current train's protected section should not be established. However, if the protected section to be unlocked matches the protected section to be established by the current train, the protected sections of the leading and trailing trains are identical, meaning there is no risk of the trailing train's established protected section impacting the leading train's route. In this case, the trailing train can directly take over the leading train's protected section. Because the leading train's positional relationship with the trailing train ensures that the leading train uses the protected section before the trailing train, taking over the protected section by the trailing train does not impact the leading train's use. Furthermore, this takeover of the protected section allows the protected section path in the multi-train route to be advanced backward, allowing the triggering process for establishing the protected section for the trailing train of the current train to proceed, improving the efficiency of protected section establishment.

[0106] On the other hand, during the process of establishing the protection zone, the present method further provides a possible embodiment, in which step S3 further includes:

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

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

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

[0110] It should be noted that steps S301 through S306 of this embodiment do not conflict with those of the above-described embodiment and can be implemented together or separately. When implemented together, steps S307 through S309 can be placed after step S301 and before step S302. Furthermore, if step S307 leads to a branch (i.e., the protected section path determined by the route arrangement command is unique), the process proceeds directly to step S302.

[0111] This embodiment further deepens Principle 4 of the above-mentioned protection section establishment principles. When the protection section contains switches, different protection sections can be established for different trains based on actual needs, thereby further improving the overall operating efficiency of multiple train routes.

[0112] Furthermore, based on the steps S301 to S309 provided in the above embodiments, a more comprehensive protection zone establishment process can be obtained. Figure 3 As shown. Figure 3 In the example, start and end indicate the start and end of the current cycle. When establishing a protection zone for each train, one or more Figure 3 If a train fails to establish a corresponding protection zone in a cycle, the establishment process of the next cycle will be carried out. Once the current train completes the establishment of the protection zone, the protection zone of the next train with a valid trigger will be established.

[0113] Furthermore, this embodiment also provides another possible implementation scheme for establishing a protection zone. The above method further includes:

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

[0115] S42: After waiting for other trains to completely clear the protection section, a protection section is established for the train based on the protection section path.

[0116] It should be noted that steps S41 and S42 should be performed before the actual establishment of the protection zone, that is, before step S3. However, when the steps provided in this embodiment are also included as part of step S3, that is, when implemented together with the above embodiment, they should be performed before S304. However, this embodiment does not restrict the order of steps with other steps. Furthermore, the implementation of steps S41 and S42 provided in this embodiment does not depend on the other sub-steps in step S3.

[0117] The implementation scheme provided in this embodiment further defines the issue of establishing a protection section between the preceding and following trains when multiple trains are in motion. As can be seen from the above embodiment, protection section trigger condition 1 applies to situations where the preceding train's protection section has been unlocked but the preceding train has completed using the protection section. However, there are also scenarios where the preceding train is already using the protection section, or where the preceding train's route aligns with the preceding train's, so even though the preceding train has completed using the protection section, it happens to be on the track section where the protection section is located. In this case, if the following train establishes the same protection section as the preceding train, it may affect the preceding train's forward travel.

[0118] Therefore, to address the above issues, this embodiment further determines whether other trains exist within the protection section of the current train when establishing the protection section. If not, the protection section is established normally. However, if so, the preceding train must be cleared before the preceding train leaves. This prevents the establishment of the current train's protection section from affecting the preceding train's normal progress, thereby ensuring train operation efficiency in multi-train route scenarios.

[0119] On the other hand, with respect to the protection zone triggering conditions and establishment principles provided in the above embodiments, this embodiment further illustrates the specific implementation of the above embodiments with reference to examples:

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

[0121] The track section indicated in blue indicates that this track section is established as a train route, the track section indicated in yellow indicates that this track section is established as a protection section, and the track section indicated in black indicates that this track section does not have a train route or protection section established.

[0122] "S1" represents the signal light of the starting signal, and "S2" represents the signal light of the terminal signal. The status of the signal light is represented by three circle symbols. When the signal light is green (i.e. the second circle is filled with green and marked with an "X"), it means that the path after the starting signal / terminal signal allows trains to enter. Similarly, when the signal light is red (i.e. the first circle is filled with red and marked with an "X"), it means that trains are not allowed to enter the subsequent path.

[0123] The character "O1p_1" indicates that the protection section established at this time is the protection section 1 of train Train1; the character "O1p_2" indicates that the protection section established at this time is the protection section 2 of train Train2; the character "W" indicates that a train has stopped at this time.

[0124] As shown in Figure 4(a), the ATS arranges a train route for Train 1, with the main route including track sections T1, T2, and T3 (corresponding to step S1). Based on this route, a protection section should be established on track section T4 (corresponding to step S3). Since T4 includes turnout P1, the protection section selection command issued by the ATS determines a unique protection section path 1 (i.e., P1 is located, corresponding to steps S307-S309). Assuming that no other trains exist before Train 1, the protection section triggering conditions and establishment principles provided in steps S2, S3, and their further embodiments are met, and Train 1's protection section path 1 is successfully established.

[0125] As shown in Figure 4(b), when Train1 runs normally until T2, T1 is unlocked and Train2, the following vehicle of Train1, enters this section. According to step S1, the ATS needs to arrange a main route for Train2. Assuming that Train2's main routes are also T1, T2, and T3, the protected section of Train2 should also be T4. However, according to the above-mentioned protection section establishment principle 4 and steps S307-S309, a different protection section path should be selected for Train2 than for Train1. Therefore, the corresponding protection section path 2 for Train2 should be the reverse of P1. However, since Train1 is currently using the protection section of path 1, step S2 will not trigger the establishment of the protection section for Train2.

[0126] As shown in Figure 4(c), with Train 1 and Train 2 tracking normally, Train 1 stops at T3, meaning Train 1 has completed its use of the protection section, and the protection section of Path 1 is unlocked. At this point, based on step S2 and protection section triggering condition 1, because the delay period for triggering the protection section of Train 2's main route is T3, and T3 is occupied by a train, Train 2 does not meet protection section triggering condition 1 and cannot trigger the establishment of the protection section of Path 2. (If Path 2 is successfully established, P1 will be moved to the reverse position, and Train 1 will be unable to continue traveling according to the desired path P1. The change in travel path will affect Train 1's operating efficiency.)

[0127] As shown in Figure 4(d), as Train 1 and Train 2 continue to run, Train 1 clears T3 and moves on to the next route. At this point, T2 and T3 are unlocked, and there are no other trains on Train 2's main route. This satisfies the conditions for triggering the establishment of a protection section, and the establishment of a protection section for Path 2 is triggered. However, since Train 1 has not yet completely cleared protection section T4, based on steps S41 and S42 in the above embodiment, Train 2 cannot establish a protection section for Path 2 (Train 1 is currently operating at T4, and switch P1 in T4 is not allowed to operate, so it cannot move to the reverse position to establish a protection section for Path 2).

[0128] As shown in Figure 4(e), Train 1 continues running and clears the protection section T4. At this point, Train 2 meets the conditions for establishing a protection section. Therefore, switch P1 at T4 moves to the reverse position and locks. At this point, the protection section of Train 2's path 2 is successfully established.

[0129] As shown in Figure 4(f), Train 2 continues to run to T3 and stops, at which point the protection section of Path 2 is unlocked. This completes the process of establishing the protection section in the multi-train route scenario of two trains, Train 1 and Train 2.

[0130] On the other hand, as described in the above embodiment, when a switch exists in the protection section, a protection section path consistent with the direction of the train's route should be arranged based on actual needs. However, in actual applications, there is a special scenario where the switch may be manually locked in a position inconsistent with the expected path due to various reasons such as subsequent track area maintenance at a certain position of the switch or failure of the switch equipment itself (for example, the protection section of Path 1 of Train 1 expects the switch P1 to be positioned, but P1 is currently locked in the reverse position). This embodiment also provides an adaptive implementation plan for how to establish a protection section in this special case. The above step S3 also includes:

[0131] S310: If a switch within the protection section path is manually locked at a position inconsistent with the protection section path, the protection section path is re-determined based on the position of the manually locked switch.

[0132] S311: Establish a protection section for the train based on the newly determined protection section path.

[0133] In other words, in this embodiment, if a switch within a protection zone is manually locked in a position inconsistent with the intended protection zone path, it is considered that human intervention has occurred in establishing the protection zone. In this case, human intervention is prioritized, allowing the CBI to establish a protection zone that is inconsistent with the intended protection zone path. This prevents abnormalities such as switch equipment failures from affecting the normal establishment of the train's protection zone, thereby preventing disruption to normal train operation.

[0134] In the above embodiment, a method for establishing a protection zone is described in detail. This application also provides a corresponding embodiment of a device for establishing a protection zone. It should be noted that this application describes the embodiments of the device from two perspectives: one is based on the functional module perspective, and the other is based on the hardware perspective.

[0135] Based on the perspective of functional modules, such as Figure 5 As shown, this embodiment provides a protection zone establishment device, which is applied to a computer interlocking system, including:

[0136] The trigger module 11 is used to trigger the protection section establishment instruction of the train after receiving the route arrangement command sent by the automatic train monitoring system and establishing the main route for the corresponding train;

[0137] The judgment module 12 is used to judge whether the protection section establishment instruction is valid according to the protection section triggering condition; if it is valid, the establishment module is triggered; if not, the judgment of whether the protection section establishment instruction is valid is triggered in the next cycle; wherein the protection section triggering condition includes: no train is occupying the delay section of the triggering protection section of the main route;

[0138] The establishment module 13 is used to establish the protection section of the train according to the route arrangement command.

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

[0140] Figure 6 A structural diagram of a computer interlocking system provided in another embodiment of the present application is shown in FIG. Figure 6 As shown, a computer interlocking system includes: a memory 20 for storing computer programs.

[0141] The processor 21 is configured to implement the steps of a method for establishing a protection zone in the above embodiment when executing a computer program.

[0142] It should be noted that the computer program stored in the memory may be written in, but not limited to, C language, and the above-mentioned protection zone establishment method may also be implemented using other computer languages. The computer program in this embodiment may be implemented based on a CBTC system (communication-based automatic train control system), but point-type and fully automatic operation (FAO) systems, as well as large-scale conventional and high-speed railway interlocking systems may also implement the computer program in this embodiment. The computer interlocking system provided in this embodiment may be, but is not limited to, a CBI based on the TECIS platform (a dedicated CBI platform), but CBIs on other platforms may 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 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the awake state, also known as a central processing unit (CPU); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 21 may be integrated with a graphics processing unit (GPU), which is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 21 may also include an artificial intelligence (AI) processor, which is used to process computing 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, flash memory storage devices. In this embodiment, the memory 20 is at least used to store the following computer program 201, wherein, after the computer program is loaded and executed by the processor 21, it can implement the relevant steps of a protection zone establishment method disclosed in any of the aforementioned embodiments. In addition, the resources stored in the memory 20 may also include an operating system 202 and 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 protection zone establishment method, etc.

[0145] It is easy to understand that the CBI, as a common device in current train operation management, has other functions besides executing the above-mentioned protection zone establishment method. These other functions also require corresponding hardware structures and equipment support. Therefore, the computer interlocking system provided in this embodiment is not limited to including only the aforementioned memory 20 and processor 21. Based on the type and model of the CBI, the computer interlocking system provided in this embodiment may also include other hardware modules. For example, in one possible embodiment, a computer interlocking system may also 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 will understand that Figure 6 The structure shown in the figure does not constitute a limitation of a protection zone establishment device, and may include more or fewer components than shown in the figure.

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

[0148] Finally, the present application also provides an embodiment corresponding to a computer-readable storage medium. The computer-readable storage medium stores a computer program, which, when executed by a processor, implements the steps described in the above method embodiment.

[0149] It is understandable that if the method in the above embodiment is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, 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. The computer software product is stored in a storage medium and executes all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM), random access memory (RAM), disk or optical disk, and other media that can store program code.

[0150] The above is a detailed introduction to a protection zone establishment method, device, medium and computer interlocking system provided by the present application. The various embodiments in the specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same and similar parts between the various embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part description. It should be pointed out that for ordinary technicians in this technical field, without departing from the principles of this application, several improvements and modifications can be made to the present application, and these improvements and modifications also fall within the scope of protection of this application.

[0151] It should also be noted that, in this specification, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variants thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus 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 apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus comprising the element.

Claims

1. A method for establishing a protection zone, characterized in that: Applied to computer interlocking systems, including: After receiving a route arrangement command sent by an automatic train monitoring system and establishing a main route for a corresponding train, triggering a protection section establishment instruction for the train; According to the protection zone triggering condition, determining whether the protection zone establishment instruction is valid; If valid, establishing a protection section for the train according to the route arrangement command; If invalid, wait until the next cycle is triggered to determine whether the protection zone establishment instruction is valid; The protection zone triggering conditions include: There is no train occupying the trigger protection section and the delay section of the main route; The main route does not trigger the establishment of a protection zone; The delay section of the trigger protection section is in a train locking state, and the locking direction is consistent with the direction of the protection section path; The section before the delay section of the trigger protection section is in the train locking state, and the locking direction is consistent with the direction of the protection section path; The locking of the delay section of the trigger protection section and the section before it belongs to the same route; The protection zone establishment instruction is determined to be valid only when all protection zone triggering conditions are met.

2. The method for establishing a protection zone according to claim 1, characterized in that: Establishing the protected section path of the train according to the route arrangement command includes: Determine the protected section path of the train according to the route arrangement command; Determining whether there is a protection section to be unlocked in the main route of the train; If it exists, wait for the protection section to be unlocked; If it does not exist, a protection section is established for the train according to the protection section path.

3. The method for establishing a protection zone according to claim 2, wherein: Before waiting for the protection zone to be unlocked, the process further includes: Determining whether the protection section to be unlocked is consistent with the protection section corresponding to the protection section path; If so, the protection section to be unlocked is taken over as the protection section of the train.

4. The method for establishing a protection zone according to claim 2, wherein: Before determining whether there is a protection section to be unlocked in the main route of the train, the method further includes: Determining whether the protection section path determined according to the route arrangement command is unique; If it is not unique, obtaining the protection section path selection command sent by the automatic train monitoring system; The unique protection zone path is determined according to the protection zone path selection command.

5. The method for establishing a protection zone according to claim 2, wherein: Before establishing a protection section for the train according to the protection section path, the method further includes: Determining whether there are other trains in the protection section of the train; If so, wait until other trains have completely cleared the protection section, and then establish a protection section for the train according to the protection section path.

6. The method for establishing a protection zone according to claim 2, wherein: When establishing a protection section for the train according to the protection section path, the method further includes: If a switch within the protection section path is manually locked at a position inconsistent with the protection section path, re-determining the protection section path based on the position of the manually locked switch; A protection section is established for the train according to the newly determined protection section path.

7. A device for establishing a protection zone, characterized in that: Applied to computer interlocking systems, including: A trigger module is used to trigger a protection section establishment instruction for the train after receiving a route arrangement command sent by the automatic train monitoring system and establishing a main route for the corresponding train; A judgment module is used to judge whether the protection section establishment instruction is valid according to the protection section triggering condition; if it is valid, the establishment module is triggered; if it is not valid, it waits until the next cycle is triggered to judge whether the protection section establishment instruction is valid; wherein, the protection section triggering condition includes: no train occupancy of the protection section triggering delay section of the main approach; the protection section establishment is not triggered on the main approach; the protection section triggering delay section is in a train locking state, and the locking direction is consistent with the direction of the protection section path; the previous section of the protection section triggering delay section is in a train locking state, and the locking direction is consistent with the direction of the protection section path; the locking of the protection section triggering delay section and its previous section belong to the same approach; only when all the protection section triggering conditions are met, the protection section establishment instruction is judged to be valid; The establishment module is used to establish the protection section of the train according to the route arrangement command.

8. A computer interlocking system, characterized in that: include: memory for storing computer programs; A processor is configured to implement the steps of the protection zone establishment method according to any one of claims 1 to 6 when executing the computer program.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the protection zone establishment method according to any one of claims 1 to 6 are implemented.

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