Control and protection method and system for a junction turnout connecting different gauge lines

Abstract

A method and system for controlling and protecting connecting turnouts on lines of different systems are disclosed. Interlocking devices of different systems simultaneously receive operation commands from a centralized dispatching system. Based on these commands, control and protection are implemented on the connecting turnouts or routes passing through them. The control and protection method includes: each interlocking device of different systems independently controls the connecting turnouts located on the different systems' lines; the interlocking devices of different systems exchange information and commands to collaboratively complete the control and protection of routes passing through the connecting turnouts. This invention can meet the requirements for automatic triggering of switching routes, improve the efficiency of dual-system train switching, ensure commuter-style operating intervals, simplify the maintenance process of connecting turnouts, and ensure the safe operation of trains in the connecting turnout area.

Description

Technical Field

[0001] This invention relates to the field of railway signaling, and in particular to a control and protection method and system for connecting turnouts that connect different types of railway lines. Background Technology

[0002] For connecting turnouts, current implementation schemes generally adopt the method specified in Chapter 4.2 of the railway industry standard "General Principles of Centralized Interlocking Circuits" (TB / T 2307-2017). In this method, one interlocking device controls the turnout, normally locking the connecting turnout in a position separating the two yards. When a transfer operation or turnout maintenance is needed, the duty officers of both yards communicate by telephone and press the agreed turnout button to release the turnout from its locked state. The turnout is then manually operated to the reverse position before the route is processed. Because the current implementation scheme requires manual intervention in the turnout movement process, the dispatching system cannot automatically process the switching route. This implementation scheme is applicable when the transfer volume between the two yards is small and the requirements for train transfer efficiency are low. However, urban (suburban) railways adopt a public transport-like operation mode with short train intervals. If the connecting turnout operation is manually controlled and the switching route is manually processed, the efficiency of switching route processing is significantly reduced, failing to meet the public transport operation requirements of urban (suburban) railways and becoming a bottleneck for train operation efficiency.

[0003] The statements herein provide only background information in relation to this invention and do not necessarily constitute prior art. Summary of the Invention

[0004] The purpose of this invention is to provide a control and protection method and system for connecting turnouts that connect different types of railway lines, which can meet the automatic triggering requirements for track switching routes, improve the track switching efficiency of dual-system trains, ensure bus-like operating intervals, simplify the maintenance process of connecting turnouts, and ensure the safe operation of trains in the connecting turnout area.

[0005] To achieve the above objectives, the present invention provides a control and protection method for connecting turnouts that connect different types of railway lines. The interlocking devices of different types simultaneously receive operation commands from the centralized dispatching system and perform control and protection on the connecting turnouts or routes passing through the connecting turnouts according to the different operation commands.

[0006] The control and protection method includes: interlocking devices of different types individually controlling connecting turnouts located on different types of lines, and interlocking devices of different types exchanging information and commands to collaboratively complete the control and protection of routes passing through connecting turnouts;

[0007] Among them, the first type of line is called the local line, the first type of interlocking equipment is called the local interlocking equipment, and the local interlocking equipment independently controls the connecting turnouts located on the local line;

[0008] The second type of track is called the counterpart track, and the interlocking equipment of the second type is called the counterpart interlocking equipment. The counterpart interlocking equipment independently controls the connecting turnouts located on the counterpart track.

[0009] Information and command exchange takes place between the local interlocking equipment and the counterpart interlocking equipment.

[0010] If the operating command received by the local interlocking equipment and the other interlocking equipment is to perform routine maintenance on the connecting turnout, then the local interlocking equipment will perform control and protection only on the connecting turnout located on its own line, and the other interlocking equipment will perform control and protection only on the connecting turnout located on the other line.

[0011] Methods for implementing control and protection for connecting turnouts separately include:

[0012] If the connecting turnout located on the local line or the opposite line is not locked, the local interlocking equipment or the opposite interlocking equipment outputs a connecting turnout action command to the connecting turnout on the local line or the opposite line.

[0013] Once the connecting turnout on either the local or the other side's track has been rotated into position, and the interlocking equipment on either side has acquired the corresponding position indication of the connecting turnout, it will stop outputting the connecting turnout action command.

[0014] When the operating command received by the local and counterpart interlocking devices is to establish a route via a connecting turnout located on the local track, the local and counterpart interlocking devices will work together to control and protect the route. The counterpart / local interlocking devices will control the connecting turnout located on the counterpart / local track to remain locked in position until the route on the local / counter-counter track is unlocked as the train runs. Only after the local / counter-local interlocking devices request the release of the locking of the connecting turnout on the counterpart / local track can the counterpart / local interlocking devices release the locking of the connecting turnout located on the counterpart / local track.

[0015] Methods for coordinated control and protection of routes include:

[0016] The local interlocking equipment sends a command to the other interlocking equipment requesting that the associated turnout of the connecting turnout located on the local line be moved to the position. The associated turnout is the connecting turnout located on the other line.

[0017] The other party's interlocking equipment moves the associated turnout to a position and feeds back its position status to the local interlocking equipment;

[0018] The local interlocking equipment locks the route and sends a command to the other interlocking equipment to lock the associated turnout;

[0019] The other party's interlocking equipment locks the associated turnout in position and feeds back the locking status to the local interlocking equipment;

[0020] The interlocking equipment on this side releases the signal, and the route unlocks as the train runs;

[0021] The local interlocking equipment sends a command to the other interlocking equipment to unlock the associated turnout;

[0022] The other interlocking device releases the lock of the associated turnout.

[0023] The operation command received by the local interlocking equipment and the other interlocking equipment is to process a switching route. The switching route includes a front route and a rear route. The front route includes a connecting turnout located on the other line and is controlled by the other interlocking equipment. The rear route includes a connecting turnout located on the local line and is controlled by the local interlocking equipment.

[0024] The local interlocking equipment and the counterpart interlocking equipment work together to control and protect the switching route. Only after the local interlocking equipment controls the opening signal of the downstream route can the counterpart interlocking equipment control the opening signal of the upstream route. Only after the counterpart interlocking equipment controls the unlocking of the upstream route can the local interlocking equipment control the unlocking of the downstream route.

[0025] Methods for coordinated control and protection of switching routes include:

[0026] After receiving the downstream route handling command from the centralized dispatching system, the local interlocking equipment will move another connecting turnout under its control, which forms a crossover with the connecting turnout along the downstream route, to its position.

[0027] After locking the rear route and locking another connecting turnout under the jurisdiction of the interlocking equipment that forms a crossover with the connecting turnout that the rear route passes through, the interlocking equipment controls the rear route opening signal and then sends the rear route opening signal to the other interlocking equipment.

[0028] After receiving the front route processing command from the centralized dispatch system, if the rear route signal is open, the other interlocking equipment locks the front route and locks another connecting turnout under the jurisdiction of the other interlocking equipment that forms a crossover with the connecting turnout that the front route passes through, and then controls the front route opening signal.

[0029] The other interlocking equipment controls the unlocking of the preceding route as the train runs. The other interlocking equipment releases the lock of another connecting turnout under the control of the other interlocking equipment that forms a crossover with the connecting turnout that the preceding route passes through, and then reports the unlocking status of the preceding route to its own interlocking equipment.

[0030] After the first route is unlocked, the local interlocking equipment controls the second route to unlock as the train runs.

[0031] The present invention also provides a control and protection system for connecting turnouts that connect different types of railway lines, for implementing the aforementioned control and protection method for connecting turnouts that connect different types of railway lines, comprising: a centralized dispatching system and multiple interlocking devices of different types;

[0032] The centralized scheduling system is used to send operation commands to interlocking devices of different types;

[0033] Different types of interlocking devices control the connecting turnouts located on different types of lines independently, and the interlocking devices of different types exchange information and commands with each other.

[0034] The present invention has the following beneficial effects:

[0035] This invention employs interlocking devices of different systems to control connecting turnouts on different railway lines. During routine maintenance of connecting turnouts, the operator can control the turnouts on their own line independently, eliminating the need for cumbersome requests for approval from operators on adjacent lines of different systems. This simplifies the turnout operation process, saves maintenance time, and reduces the workload of the operator.

[0036] This invention utilizes interlocking devices of different systems to collaboratively control connecting turnouts and route areas on lines of different systems. The interlocking devices of different systems cooperate to automatically operate, lock, and unlock the connecting turnouts, eliminating the need for manual approval from operators on adjacent lines of different systems. This eliminates manual intervention, automates the handling of track switching routes, improves the efficiency of cross-line operations for dual-system trains, and ensures the commuter-like operation of urban (suburban) railways.

[0037] This invention implements safety protection measures for connecting turnout areas. By locking the connecting turnouts, controlling the switching route opening signal and the route unlocking sequence, it avoids the risk of trains veering off course or overtaking unlocked routes in the connecting turnout area, thus ensuring the safe operation of trains in the turnout area. Attached Figure Description

[0038] Figure 1 This is a schematic diagram of a connecting turnout located on different types of railway lines in one embodiment of the present invention.

[0039] Figure 2 This is a flowchart of a control and protection method for connecting turnouts that connect different types of railway lines, provided by the present invention.

[0040] Figure 3 This is a flowchart of a method for controlling connecting turnouts independently.

[0041] Figure 4 This is a flowchart of the control and protection method for connecting turnouts when handling routes with connecting turnout positioning.

[0042] Figure 5 This is a flowchart of the control and protection methods for connecting turnouts when handling track switching routes. Detailed Implementation

[0043] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. The advantages and features of the present invention will become clearer from the following description. It should be noted that the drawings are in a very simplified form and use non-precise proportions, used only to facilitate and clearly illustrate the embodiments of the present invention. Please refer to the drawings to make the objectives, features, and advantages of the present invention more apparent and understandable. It should be understood that the structures, proportions, sizes, etc., depicted in the accompanying drawings are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed in the specification, and are not intended to limit the implementation conditions of the present invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to the size, without affecting the effects and objectives achieved by the present invention, should still fall within the scope of the technical content disclosed in the present invention.

[0044] This invention provides a control and protection method for connecting turnouts on lines of different systems. The control and protection method for connecting turnouts is changed from the method specified in Chapter 4.2 of the industry standard "General Principles of Centralized Interlocking Combined Circuits" (TB / T2307-2017), which stipulates that all connecting turnouts are uniformly controlled by an interlocking device of one system, to a method in which interlocking devices of different systems control the connecting turnouts located on lines of different systems respectively.

[0045] In one embodiment of the present invention, such as Figure 1 As shown, connecting turnouts connect CTCS and CBTC lines. Turnouts SW1 and SW2 are located on the CTCS line, while turnouts SW3 and SW4 are located on the CBTC line. Routes 1 and 2 are on the CTCS line, and routes SW3 and SW4 are on the CBTC line. Turnouts SW1 and SW4 form the first crossover (i.e., the first set of connecting turnouts), and turnouts SW2 and SW3 form the second crossover (i.e., the second set of connecting turnouts). The first and second sets of connecting turnouts form a crossover. In this embodiment, turnouts SW1, SW2, SW3, and SW4 are all connecting turnouts. The interlocking jurisdiction boundary between the CTCS and CBTC interlocking systems is located at the signal separating the connecting turnouts, as shown below. Figure 1As shown, signals S5 and S6, located at the interlocking jurisdiction boundary, are governed by CBTC interlocking equipment, while signals S7 and S8, also located at the interlocking jurisdiction boundary, are governed by CTCS interlocking equipment. Therefore, according to the control and protection method for connecting turnouts of different track systems provided by this invention, if the first turnout SW1 and the second turnout SW2 are located on a CTCS track, then the CTCS interlocking equipment will independently control the first turnout SW1 and the second turnout SW2. If the third turnout SW3 and the fourth turnout SW4 are located on a CBTC track, then the CBTC interlocking equipment will independently control the third turnout SW3 and the fourth turnout SW4. After the connecting turnouts are controlled by the CTCS and CBTC interlocking systems respectively, in order to ensure the safe operation of trains in the connecting turnout area, the CTCS and CBTC interlocking systems communicate and exchange information on the connecting turnout action commands, connecting turnout locking commands, connecting turnout unlocking commands, connecting turnout positioning status, connecting turnout locking status, connecting turnout unlocking status, switching route signal open status, and switching route unlocking status, and work together to complete the route arrangement and safety protection in the connecting turnout area.

[0046] In this embodiment, as Figure 2 As shown, the control and protection method for connecting turnouts of different track systems specifically includes the following steps:

[0047] Step S1: Interlocking devices of different types simultaneously receive operation commands from the centralized dispatching system, and execute control and protection methods on connecting switches or routes passing through connecting switches according to different operation commands.

[0048] If the operation command is to perform routine maintenance on the connecting turnout, then proceed to step S1;

[0049] If the operation command is to handle the route via the connecting turnout, then proceed to step S2;

[0050] If the operation command is to process a route change, then proceed to step S3.

[0051] Step S2: During routine maintenance of connecting turnouts, the operation of connecting turnouts located on the local line is controlled independently through the interlocking equipment of the local line.

[0052] like Figure 3 As shown, the method for individually controlling connecting turnouts specifically includes the following steps:

[0053] Step S2.1: The local line interlocking equipment determines whether it has received a separate operation command for the connecting turnout. If yes, proceed to step S2.2; otherwise, return to step S2.1.

[0054] Step S2.2: The local line interlocking equipment determines whether the connecting turnouts on the local line are not locked. If yes, proceed to step S2.3; otherwise, return to step S2.2.

[0055] Step S2.3: The local line interlocking equipment outputs a connecting turnout operation command to the connecting turnout on the local line, and the connecting turnout on the local line begins to rotate;

[0056] Step S2.4: After the connecting turnout is rotated into place, the local track interlocking equipment collects the corresponding position indication of the connecting turnout and stops outputting the turnout action command.

[0057] During routine maintenance of connecting turnouts, the duty officer can operate the connecting turnout on their own line independently through the interlocking equipment of their own line, without having to go through the cumbersome request and approval process with the duty officers of adjacent lines of different systems. This simplifies the maintenance process of connecting turnouts and saves maintenance time.

[0058] Step S3: When processing a route via a connecting turnout, different types of interlocking devices are used to coordinate the control of the connecting turnouts on different types of lines. The interlocking devices of different types communicate with each other. The interlocking device of this side is of the first type and controls the connecting turnout located on its own line. The interlocking device of the other side is of the second type and controls the connecting turnout located on the other side's line.

[0059] When processing a route via a connecting turnout, the local interlocking equipment sends a command to the other interlocking equipment requesting that the associated turnout of the connecting turnout on the local line be moved to the designated position. The associated turnout is the connecting turnout on the other line. The other interlocking equipment moves the associated turnout to the designated position and feeds back its position status to the local interlocking equipment. The local interlocking equipment locks the route and sends a command to the other interlocking equipment to lock the associated turnout of the connecting turnout. The other interlocking equipment locks the associated turnout in the designated position and feeds back its locking status to the local interlocking equipment. The local interlocking equipment releases the signal, and the local and other lines are completely separated by the locked connecting turnout, avoiding the risk of a train on the other line overshooting the signal and colliding with a train on the local line, thus ensuring train operation safety.

[0060] like Figure 4 As shown, the specific steps of the control and protection method for connecting turnouts when handling routes with connecting turnout positioning are as follows:

[0061] Step S3.1: The local interlocking equipment determines whether it has received a route processing command via the connecting turnout. If yes, proceed to step S3.2; otherwise, return to step S3.1.

[0062] Step S3.2 The local interlocking equipment sends the associated turnout control command of the connected turnout to the other interlocking equipment;

[0063] Step S3.3: The other interlocking device determines whether the associated turnout of the connecting turnout is not locked. If yes, proceed to step S3.4; otherwise, return to step S3.3.

[0064] Step S3.4: The other party's interlocking equipment moves the associated turnout of the connecting turnout to the positioning position and feeds back the positioning status to the local interlocking equipment;

[0065] Step S3.5: The local interlocking equipment locks the route and sends a command to the other interlocking equipment to lock the associated turnout;

[0066] Step S3.6: The other party's interlocking equipment locks the associated turnout of the connecting turnout and reports its locking status to the local interlocking equipment;

[0067] Step S3.7: Signal to open the interlocking equipment of this party;

[0068] Step S3.8: The route is unlocked as the train moves;

[0069] Step S3.9: The local interlocking equipment sends a command to the other interlocking equipment to unlock the associated turnout;

[0070] Step S3.10: After receiving the unlocking command for the connected turnout sent by the local interlocking equipment, the other party's interlocking equipment releases its lock.

[0071] In this embodiment, as Figure 1 As shown, the control and protection process of Route3, which is located via the third connecting turnout SW3 and the fourth connecting turnout SW4, is illustrated as an example:

[0072] 1. Route 3 is managed by CBTC interlocking equipment;

[0073] 2. After the CBTC interlocking equipment processes Route3, it sends a command to the CTCS interlocking equipment requesting the first turnout SW1 and the second turnout SW2 to move to their positions.

[0074] 3. After receiving the positioning action command for the first turnout SW1 and the second turnout SW2, the CTCS interlocking equipment checks whether the first turnout SW1 and the second turnout SW2 are locked. If they are not locked, it outputs the positioning action command for the first turnout SW1 and the second turnout SW2.

[0075] 4. After the first turnout SW1 and the second turnout SW2 are activated to their positions, the CTCS interlocking device sends the turnout positioning status to the CBTC interlocking device. After receiving the positioning information of the first turnout SW1 and the second turnout SW2, the CBTC interlocking device locks the route Route3.

[0076] 5. After Route3 is locked, the CBTC interlocking equipment sends locking commands for the first turnout SW1 and the second turnout SW2 to the CTCS interlocking equipment.

[0077] 6. After receiving the locking command from the first turnout SW1 and the second turnout SW2, the CTCS interlocking equipment checks that there is no action command for the first turnout SW1 and the second turnout SW2, locks the first turnout SW1 and the second turnout SW2, and sends the locking status of the first turnout SW1 and the second turnout SW2 to the CBTC interlocking equipment.

[0078] 7. After receiving the locked status of the first turnout SW1 and the second turnout SW2, the CBTC interlocking equipment releases the signal S1.

[0079] 8. After the train clears Route3, the CBTC interlocking equipment unlocks Route3. After Route3 is unlocked, it sends unlock commands to the CTCS standard interlocking equipment for the first turnout SW1 and the second turnout SW2.

[0080] 9. After receiving the unlocking command for the first turnout SW1 and the second turnout SW2, the CTCS interlocking equipment releases the locking of the first turnout SW1 and the second turnout SW2.

[0081] Step S4: When processing a switching route, different types of interlocking devices are used to coordinate the safety protection of the route in the connecting turnout area. The different types of interlocking devices communicate with each other. The interlocking device of this side is the first type of interlocking device, which controls the connecting turnout located on its own line. The interlocking device of the other side is the second type of interlocking device, which controls the connecting turnout located on the other side's line.

[0082] When processing a switching route, the switching route includes a preceding route and a following route. The preceding route includes the starting signal, switchless section, and connecting turnout on the local line, as well as the switchless section and terminal signal on the crossover. The preceding route is controlled by the opposing line's interlocking equipment. The following route includes the starting signal and switchless section on the crossover, as well as the connecting turnout, switchless section, and terminal signal on the opposing line. The following route is controlled by the local line's interlocking equipment. All connecting turnouts on the switching route are in the reverse position. For example... Figure 1As shown, in one embodiment of the present invention, the switching route from a CBTC system line to a CTCS system line includes Route 5 and Route 6. The route the train first traverses during the switching operation is defined as the preceding route Route 5, and the route it traverses later is defined as the following route Route 6. The preceding route is controlled by the CBTC interlocking system, and the following route is controlled by the CTCS interlocking system. The interlocking system controlling the following route is called the local interlocking system, and the interlocking system controlling the preceding route is called the counterpart interlocking system.

[0083] The interlocking equipment on both sides will activate and lock the other set of connecting points that form a crossover with a set of connecting points on the switching route. Only after the latter route's signal is released can the former route's signal be released, and only after the former route is unlocked can the latter route be unlocked. This signal release scheme for switching routes avoids the risk of trains overstepping into the latter route, and the route unlocking scheme avoids the risk of derailment or track breakage caused by trains overstepping into an already unlocked latter route, ensuring the safety of dual-mode train switching.

[0084] like Figure 5 As shown, the specific steps for controlling and protecting the connecting turnouts when handling track switching routes include:

[0085] Step S4.1: The local interlocking equipment determines whether it has received a downstream route processing command from the centralized dispatch system. If yes, proceed to step S4.2; otherwise, return to step S4.1.

[0086] Step S4.2: The local interlocking device moves another connecting turnout under its control, which forms a crossover with the connecting turnout of the downstream approach route, to its position.

[0087] Step S4.3: After locking the downstream route and locking the connecting turnout that forms a crossover with the downstream route, the local interlocking equipment controls the downstream route opening signal and then sends the downstream route opening signal to the other interlocking equipment.

[0088] Step S4.4: The other party's interlocking equipment determines whether it has received a front-end route processing command from the centralized dispatch system. If yes, proceed to step S4.5; otherwise, return to step S4.4.

[0089] Step S4.5: The other party's interlocking equipment determines whether the downstream route signal is open. If yes, proceed to step S4.6; otherwise, return to step S4.5.

[0090] Step S4.6: After the other interlocking equipment locks the front route and locks the other connecting turnout that forms a crossover with the connecting turnout along the front route, which is under the control of the other interlocking equipment, control the opening signal of the front route.

[0091] Step S4.7: The other interlocking equipment controls the unlocking of the preceding route as the train runs. The other interlocking equipment releases the lock of another connecting turnout under the control of the other interlocking equipment that forms a crossover with the connecting turnout passed by the preceding route. Then, it reports the unlocking status of the preceding route to its own interlocking equipment.

[0092] Step S4.8: The local interlocking equipment determines whether the upstream route is unlocked. If yes, proceed to step S4.9; otherwise, return to step S4.8.

[0093] Step S4.9: After the first section of the route is unlocked, the local interlocking equipment controls the second section of the route to unlock as the train runs.

[0094] like Figure 1 As shown, in this embodiment, the control and protection process is illustrated using a switching route via the reversed positions of the third turnout SW3 and the second turnout SW2 as an example:

[0095] 1. The train first travels along the route Route 5, such as... Figure 1 The section covered by the green light strip is managed by CBTC interlocking equipment; the route the train subsequently travels on is Route 6. Figure 1 The pink light strip covers the area, and the subsequent route is managed by CTCS-standard interlocking equipment.

[0096] 2. After the track switching operation is completed, the CTCS interlocking equipment first locks the route Route6 and the connecting turnout SW1, and then opens the signal S8, sending the open signal status of S8 to the CBTC interlocking equipment.

[0097] 3. After receiving the S8 open signal, the CBTC interlocking equipment locks Route 5 and the connecting turnout SW4, and then opens signal S1;

[0098] 4. After the train departs from Route 5 in the open state of S1, the CBTC interlocking equipment unlocks Route 5 and sends the unlock status of Route 5 to the CTCS interlocking equipment.

[0099] 5. The CTCS interlocking equipment can only unlock Route 6 after the train has left Route 6 and Route 5 has been unlocked.

[0100] When processing track switching routes, the dispatching system can automatically trigger track switching routes because it does not require the on-duty personnel of both lines to manually request approval for the switch operation. The automated processing of track switching routes improves the efficiency of track switching operations for dual-mode trains and meets the needs of urban (suburban) railway public transport operation.

[0101] The present invention adopts separate control of the connecting switches, which can meet the requirements of automatic triggering of the turning-in route, improve the turning-in efficiency of dual-mode trains, ensure the bus-like operation interval, and simplify the maintenance operation process of the connecting switches. At the same time, the route control and protection measures for the connecting switch area配套 with the separate control of the connecting switches ensure the safe operation of trains in the connecting switch area. The present invention has been highly recognized by users in the Guangdong-Hong Kong-Macao Greater Bay Area and will soon be implemented on the lines where CTCS and CBTC are interconnected in the Greater Bay Area.

[0102] It should be noted that in this article, 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 not only includes those elements, but also includes other elements not expressly listed, or further includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the phrase "comprising a..." does not exclude the presence of additional identical elements in the process, method, article or device comprising the element.

[0103] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "center", "height", "thickness", "upper", "lower", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation of the present invention. In the description of the present invention, unless otherwise specified, the meaning of "plurality" is two or more.

[0104] In the description of the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" shall be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection, an electrical connection; it may be directly connected, or indirectly connected through an intermediate medium, and may be the internal connection of two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0105] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0106] Although the present invention has been described in detail through the preferred embodiments above, it should be understood that the above description should not be considered as a limitation of the present invention. Various modifications and substitutions to the present invention will be apparent to those skilled in the art after reading the above description. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A method for controlling and protecting connecting turnouts that connect different railway systems, characterized in that, Interlocking devices of different types simultaneously receive operation commands from the centralized dispatching system and perform control and protection on connecting switches or routes passing through connecting switches according to different operation commands; The control and protection method includes: interlocking devices of different types individually controlling connecting turnouts located on different types of lines, and interlocking devices of different types exchanging information and commands to collaboratively complete the control and protection of routes passing through connecting turnouts; Among them, the first type of line is called the local line, the first type of interlocking equipment is called the local interlocking equipment, and the local interlocking equipment independently controls the connecting turnouts located on the local line; The second type of track is called the counterpart track, and the interlocking equipment of the second type is called the counterpart interlocking equipment. The counterpart interlocking equipment independently controls the connecting turnouts located on the counterpart track. Information and command exchange takes place between the local interlocking equipment and the counterpart interlocking equipment.

2. The control and protection method for connecting turnouts of different track systems as described in claim 1, characterized in that, If the operating command received by the local interlocking equipment and the other interlocking equipment is to perform routine maintenance on the connecting turnout, then the local interlocking equipment will perform control and protection only on the connecting turnout located on its own line, and the other interlocking equipment will perform control and protection only on the connecting turnout located on the other line.

3. The control and protection method for connecting turnouts of different track systems as described in claim 2, characterized in that, Methods for implementing control and protection for connecting turnouts separately include: If the connecting turnout located on the local line or the opposite line is not locked, the local interlocking equipment or the opposite interlocking equipment outputs a connecting turnout action command to the connecting turnout on the local line or the opposite line. Once the connecting turnout on either the local or the other side's track has been rotated into position, and the interlocking equipment on either side has acquired the corresponding position indication of the connecting turnout, it will stop outputting the connecting turnout action command.

4. The control and protection method for connecting turnouts of different track systems as described in claim 1, characterized in that, When the operating command received by the local and counterpart interlocking devices is to establish a route via a connecting turnout located on the local track, the local and counterpart interlocking devices will work together to control and protect the route. The counterpart / local interlocking devices will control the connecting turnout located on the counterpart / local track to remain locked in position until the route on the local / counter-counter track is unlocked as the train runs. Only after the local / counter-local interlocking devices request the release of the locking of the connecting turnout on the counterpart / local track can the counterpart / local interlocking devices release the locking of the connecting turnout located on the counterpart / local track.

5. The control and protection method for connecting turnouts of different track systems as described in claim 4, characterized in that, Methods for coordinated control and protection of routes include: The local interlocking equipment sends a command to the other interlocking equipment requesting that the associated turnout of the connecting turnout located on the local line be moved to the position. The associated turnout is the connecting turnout located on the other line. The other party's interlocking equipment moves the associated turnout to a position and feeds back its position status to the local interlocking equipment; The local interlocking equipment locks the route and sends a command to the other interlocking equipment to lock the associated turnout; The other party's interlocking equipment locks the associated turnout in position and feeds back the locking status to the local interlocking equipment; The interlocking equipment on this side releases the signal, and the route unlocks as the train runs; The local interlocking equipment sends a command to the other interlocking equipment to unlock the associated turnout; The other interlocking device releases the lock of the associated turnout.

6. The control and protection method for connecting turnouts of different track systems as described in claim 1, characterized in that, The operation command received by the local interlocking equipment and the other interlocking equipment is to process a switching route. The switching route includes a front route and a rear route. The front route includes a connecting turnout located on the other line and is controlled by the other interlocking equipment. The rear route includes a connecting turnout located on the local line and is controlled by the local interlocking equipment. The local interlocking equipment and the counterpart interlocking equipment work together to control and protect the switching route. Only after the local interlocking equipment controls the opening signal of the downstream route can the counterpart interlocking equipment control the opening signal of the upstream route. Only after the counterpart interlocking equipment controls the unlocking of the upstream route can the local interlocking equipment control the unlocking of the downstream route.

7. The control and protection method for connecting turnouts of different track systems as described in claim 6, characterized in that, Methods for coordinated control and protection of switching routes include: After receiving the downstream route handling command from the centralized dispatching system, the local interlocking equipment will move another connecting turnout under its control, which forms a crossover with the connecting turnout along the downstream route, to its position. After locking the rear route and locking another connecting turnout under the jurisdiction of the interlocking equipment that forms a crossover with the connecting turnout that the rear route passes through, the interlocking equipment controls the rear route opening signal and then sends the rear route opening signal to the other interlocking equipment. After receiving the front route processing command from the centralized dispatch system, if the rear route signal is open, the other interlocking equipment locks the front route and locks another connecting turnout under the jurisdiction of the other interlocking equipment that forms a crossover with the connecting turnout that the front route passes through, and then controls the front route opening signal. The other interlocking equipment controls the unlocking of the preceding route as the train runs. The other interlocking equipment releases the lock of another connecting turnout under the control of the other interlocking equipment that forms a crossover with the connecting turnout that the preceding route passes through, and then reports the unlocking status of the preceding route to its own interlocking equipment. After the first route is unlocked, the local interlocking equipment controls the second route to unlock as the train runs.

8. A control and protection system for connecting turnouts of different track systems, used to implement the control and protection method for connecting turnouts of different track systems as described in any one of claims 1-7, characterized in that, Includes: a centralized dispatching system and multiple interlocking devices of different types; The centralized scheduling system is used to send operation commands to interlocking devices of different types; Different types of interlocking devices control the connecting turnouts located on different types of lines independently, and the interlocking devices of different types exchange information and commands with each other.

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