Turnout control method and system applied to semi-automatic block section

Abstract

The present application relates to the technical field of railway transportation, in particular to a turnout control method and system applied to a semi-automatic block section, wherein in order to reduce artificial on-site management, improve management efficiency and safety, the collection and control of the state information of the temporary turnout are brought into the inspection and temporary control range of the adjacent station, so that the departure strategy can be formulated according to the state information of the temporary turnout. The present application further adds a coded section before and after the temporary turnout, and brings the track circuit and code control of the section into the control system of the nearest station, and the station control system sends the coded state information of the temporary turnout to the coded section; when the train enters the coded section, the state information of the temporary turnout can be received and processed in real time, so that the operation strategy can be adjusted according to the real-time situation, and the safe passing through the turnout area is ensured.

Description

Technical Field

[0001] This invention relates to the field of railway transportation technology, and in particular to a branch line control method and system applied to semi-automatic block sections. Background Technology

[0002] In semi-automatic block signaling sections, train operation control typically relies on the open status of departure signals to ensure the section is clear and the route is safe. While this system effectively ensures orderly train operation under normal operating conditions, its limitations become apparent when temporary switches need to be inserted during special construction or temporary operational needs. Because the semi-automatic block system lacks real-time monitoring and interlocking capabilities for switches within the section, trains cannot dynamically obtain the actual position and changes of temporary switches along their route after departure; they can only rely on static pre-departure checks to confirm the track status. This information lag means that if switches change position due to external intervention or equipment malfunction during train operation, the driver may not be aware of it in time, easily leading to trains entering unintended routes and causing serious safety accidents such as derailment, slippage, or even collisions with other trains.

[0003] To address the aforementioned risks, current practices primarily employ either manual on-site protection or centralized control via additional track sections. The former ensures stable turnout positions through manual monitoring and communication, but this significantly increases manpower and operating costs, and is susceptible to uncontrollable factors such as human error and communication interruptions, thus limiting safety and reliability. The latter, while enabling centralized interlocking control of turnouts and signals, involves civil engineering, signal system expansion, and existing line modifications, resulting in long construction periods, high investment costs, and potential disruption to normal transportation during construction.

[0004] Therefore, existing technologies generally suffer from drawbacks such as high safety risks, high costs, poor flexibility, and significant impact on existing operations when dealing with temporary turnout access scenarios in semi-automatic block sections, making it difficult to meet the modern railway's operational needs for a balance of safety, efficiency, and economy. Summary of the Invention

[0005] The purpose of this invention is to overcome the shortcomings of existing technologies, such as high safety risks, high costs, poor flexibility, and significant impact on existing operations, and to provide a branch line control method and system applicable to semi-automatic block sections.

[0006] In a first aspect, the present invention provides a turnout control method for semi-automatic block sections, comprising: acquiring the status information of temporary turnouts in real time; formulating a departure strategy based on the status information of the temporary turnouts; and setting up coded sections before and after the temporary turnouts for sending the status information of the temporary turnouts to approaching trains.

[0007] According to a preferred embodiment, the departure strategy includes: before the train departs, checking the status information of the temporary turnout to ensure that the turnout is in the correct position and locked; the train will only be allowed to depart if the status information of the temporary turnout meets the departure conditions.

[0008] According to a preferred embodiment, the real-time status information of the temporary turnout is reflected to the train driver via light signals.

[0009] According to a preferred embodiment, a wireless data writing mechanism for temporary turnouts is established based on the LKJ (Long-Terminal Tracking Unit), transmitting at least the temporary turnout position and lateral speed limit value. An interactive interface for selecting temporary routes using the LKJ is set up, integrating voice prompts and braking control functions.

[0010] According to a preferred embodiment, for train routes proceeding straight through temporary switches, before processing block closures to allow train departure, it is essential to first check whether the temporary switches are in the correct position. Only when the temporary switches are in the correct position is the train considered to be proceeding straight through the temporary switches along the normal route, and the block closure procedures are continued, allowing the train to depart.

[0011] According to a preferred embodiment, for through routes via temporary switches, virtual block signaling is implemented to ensure that trains pass through the temporary switches along the lateral path. The conditions for implementing virtual block signaling include: checking whether the temporary switch is in the reverse position, confirming the section is clear, verifying the construction dispatch order, and confirming block signaling by telephone with adjacent stations. Virtual block signaling is implemented when the temporary switch's direction meets the train's lateral passage requirements.

[0012] This invention also provides a turnout control system applied to semi-automatic block signaling sections, comprising: a temporary turnout control line, a turnout status acquisition unit, and a coded section. The temporary turnout control line is used to establish a communication connection between the temporary turnout and the control system of adjacent stations. The turnout status acquisition unit is used to acquire the status information of the temporary turnout in real time. The coded section is located before and after the temporary turnout and is used to send the status information of the temporary turnout to approaching trains. Preferably, the turnout status acquisition unit transmits the acquired temporary turnout status information to the station control system through the temporary turnout control line. The station control system formulates a departure strategy based on the status information of the temporary turnout and encodes the status information of the temporary turnout before sending it to the coded section.

[0013] According to a preferred embodiment, the station control system encodes the status information of the temporary turnout and sends it to the coded section, where it is transmitted by the track circuit of the coded section.

[0014] According to a preferred embodiment, the status information of the temporary turnout includes: the position of the temporary turnout, its locked status, and whether a fault exists.

[0015] According to a preferred embodiment, the system also includes ground signal lights for reflecting the real-time status information of temporary switches.

[0016] Compared with the prior art, the beneficial effects of the present invention are as follows: The present invention provides a turnout control method and system for semi-automatic block signaling sections. To reduce manual on-site management and improve management efficiency and safety, the method incorporates the collection and control of temporary turnout status information into the inspection and temporary control scope of adjacent stations, thereby enabling the formulation of departure strategies based on the temporary turnout status information. The invention also adds coded sections before and after the temporary turnouts and integrates the track circuits and coding control of these sections into the nearest station control system. The station control system encodes the temporary turnout status information and sends it to the coded section. When a train enters the coded section, it can receive and process the temporary turnout status information in real time, thereby adjusting the operating strategy according to the real-time situation to ensure safe passage through the turnout area. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of a semi-automatic block signaling section of a railway involved in the present invention.

[0018] Figure 2 This is a schematic diagram illustrating the dual confirmation of the temporary turnout position using both electronic code information and light signals according to the present invention.

[0019] Figure 3 This is a schematic diagram illustrating the integration of temporary turnout control into the station control system of the turnout tip direction according to the present invention.

[0020] Figure 4 This is a schematic diagram illustrating how the temporary turnout control is incorporated into the control system of adjacent stations on both sides in this invention.

[0021] Figure 5 This is a schematic diagram illustrating the control of the coded sections before and after the temporary turnout according to the present invention.

[0022] Figure 6 This is a schematic diagram of the FH1DG coded transmission strategy for the fork tip direction according to the present invention.

[0023] Figure 7 This is a schematic diagram of the forward fork tip direction FH2DG coded transmission strategy of the present invention.

[0024] Figure 8 This is a schematic diagram of the block management strategy for train routes going straight via temporary switches according to the present invention.

[0025] Figure 9This is a schematic diagram of the blockage management strategy for through routes via temporary turnouts according to the present invention.

[0026] Figure 10 This is an interpretation of the traffic lights involved in this invention. Detailed Implementation

[0027] The present invention will now be described in further detail with reference to specific embodiments. However, this should not be construed as limiting the scope of the present invention to the following embodiments; all technologies implemented based on the content of the present invention fall within the scope of the present invention.

[0028] Unless otherwise specified, the use of terms such as "upper," "lower," "left," "right," "center," "inner," and "outer" to indicate orientation or positional relationships in the description of specific embodiments of the present invention is based on the orientation or positional relationships shown in the accompanying drawings, or the orientation or positional relationship in which the product / equipment / device is typically placed during use. These terms are merely for the purpose of facilitating the description of the present invention or simplifying the description in specific embodiments, enabling those skilled in the art to quickly understand the solution, and do not indicate or imply that a particular device / component / element must have a specific orientation, or be constructed and operated in a specific positional relationship. Therefore, they should not be construed as limitations on the present invention.

[0029] Furthermore, the use of terms such as "horizontal," "vertical," "suspended," and "parallel" does not imply that the corresponding device / component / element must be absolutely horizontal, vertical, suspended, or parallel, but rather that it can be slightly tilted or have a deviation. For example, "horizontal" merely means that its direction is more horizontal relative to "vertical," not that the structure must be completely horizontal, but that it can be slightly tilted. Alternatively, it can be simplified to mean that the corresponding device / component / element, when set in a "horizontal," "vertical," "suspended," or "parallel" direction, can have an error / deviation of ±10% relative to the corresponding direction, more preferably within ±8%, more preferably within ±6%, more preferably within ±5%, and more preferably within ±4%. As long as the corresponding device / component / element is within the error / deviation range, it can still achieve its function in the present invention.

[0030] Furthermore, the use of terms such as "first," "second," and "third" in terminology is merely for distinguishing descriptions of identical or similar components and should not be interpreted as emphasizing or implying the relative importance of a particular component.

[0031] Furthermore, in the description of the embodiments of the present invention, "several", "more than", and "a number of" represent at least two. The number can be any number, such as 2, 3, 4, 5, 6, 7, 8, or 9, and can even exceed nine.

[0032] Furthermore, in the description of the technical solution of this invention, unless otherwise explicitly specified / limited / restricted, the terms "set up," "install," "connect," "link," "provided with," "laid out," and "arranged" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to common connection methods in the art, such as welding, riveting, bolting, and threaded connections. Such connections can be mechanical, electrical, or communication connections; they can be direct connections or indirect connections through an intermediate medium; and they can refer to the internal communication between two components.

[0033] like Figure 1 The diagram shown is a schematic of a semi-automatic block signaling section of a railway. It clearly illustrates two adjacent stations (Example Station 1 and Example Station 2), and the section between them is the part where trains operate normally. Of particular note is the insertion of a set of temporary turnouts X within the section between these two stations. These temporary turnouts X are temporarily installed to meet specific construction or operational needs; they are not managed by a dedicated track section like regular turnouts, nor are they included in the interlocking management system of the adjacent stations.

[0034] Although this set of temporary turnouts X is relatively independent in management and control, it has a direct impact on train operation safety. Since trains cannot obtain the real-time opening status of the turnouts ahead after departure, any changes in the turnout status during train operation can lead to safety issues. Therefore, although this set of temporary turnouts is temporary, its importance to train operation safety cannot be ignored.

[0035] The present invention provides a branching control system and method for semi-automatic block sections, which aims to provide an efficient, safe and economical solution.

[0036] The core of this invention lies in establishing a communication connection between the temporary turnout and the control system of the adjacent station, collecting the status information of the temporary turnout in real time, adding coded sections before and after the temporary turnout, and integrating the track circuit and coding control of this section into the nearest station control system. In this way, not only can departure strategies be formulated based on the status information of the temporary turnout, but the status information of the temporary turnout can also be encoded and sent to the coded section. When a train enters the coded section, it can receive and process the status information of the temporary turnout in real time, thereby adjusting the operating strategy according to the real-time situation to ensure safe passage through the turnout area.

[0037] The present invention will be further described below through specific embodiments. However, the following embodiments are merely illustrative of the present invention, and the scope of the present invention is not limited thereto.

[0038] Example 1 This embodiment provides a turnout control system applied to semi-automatic block signaling sections, including: a temporary turnout control line, a turnout status acquisition unit, and a coded section. The temporary turnout control line is used to establish communication connections between the temporary turnout and the control systems of adjacent stations. The turnout status acquisition unit is used to collect the status information of the temporary turnout in real time. The coded section is located before and after the temporary turnout and is used to send the status information of the temporary turnout to approaching trains. Preferably, the turnout status acquisition unit transmits the collected temporary turnout status information to the station control system through the temporary turnout control line. The station control system formulates a departure strategy based on the status information of the temporary turnout and encodes the status information of the temporary turnout before sending it to the coded section.

[0039] The branching control method and system provided in this embodiment for semi-automatic block sections aims to reduce manual on-site management and improve management efficiency and safety by incorporating the collection and control of temporary turnout status information into the inspection and temporary control scope of adjacent stations, thereby enabling the formulation of departure strategies based on the status information of temporary turnouts.

[0040] This embodiment also adds a coded section before and after the temporary turnout and incorporates the track circuit and code issuance control of this section into the nearest station control system. The station control system encodes the status information of the temporary turnout and sends it to the coded section. When the train enters the coded section, it can receive and process the status information of the temporary turnout in real time, thereby adjusting the operation strategy according to the real-time situation to ensure safe passage through the turnout area.

[0041] Example 2 This embodiment is a further improvement on embodiment 1, and the repeated content will not be described again.

[0042] According to a preferred embodiment, the station control system encodes the status information of the temporary turnout and sends it to the coded section, where it is transmitted by the track circuit of the coded section.

[0043] According to a preferred embodiment, the status information of the temporary turnout includes: the position of the temporary turnout, its locked status, and whether a fault exists.

[0044] According to a preferred embodiment, the system also includes ground signal lights for reflecting the real-time status information of temporary switches.

[0045] Preferably, the ground signal lights are three-indicator signals. Through the combination of these signals and coded sections, dual confirmation of the turnout position can be achieved. (See also...) Figure 2 and Figure 10 The three additional indicator lights are located next to the coded section. Figure 2The signal lights S, X, S1, S2, X1, and X2 in the diagram are all existing signal lights on the track.

[0046] Preferably, to address the potential delay risk in code transmission and ensure sufficient reaction time for the driver in emergencies, this invention specifically adds a ground-based three-display signal light group (L / U / H lights) before the coded protection section, constructing a dual confirmation mechanism in parallel with the coded system. When the train approaches the turnout protection section, the driver can simultaneously receive the track circuit coded information and the visual signal light display, such as... Figure 2 As shown, the signal includes three display modes: L-light (green): Indicates that the turnout is in the designated straight position; U-shaped light (double yellow): indicates that the turnout is in the specified lateral position; H light (flashing red and yellow): indicates that the turnout is in four-way open status. This signal light group is linked to the turnout status acquisition module of the control system. When a train approaches the protected section: (1) When the turnout is in position, the L light is displayed and a green code is sent; (2) When the turnout is in reverse position, the U-light is displayed and a double yellow code is sent; (3) When the turnout fails to indicate, the H light is displayed and a red and yellow code is sent.

[0047] Preferably, in practical implementation, a temporary turnout control line, a turnout status acquisition unit, and a coded section are first set up at each turnout in the block section to confirm that adjacent stations in that section can control the turnout and obtain the turnout status information. At the same time, some key turnouts can be selected for installation according to actual needs to reduce costs and implementation difficulty.

[0048] The coded code issuing section and the control system of adjacent stations can be connected by cable to achieve real-time information transmission.

[0049] See Figure 3 Preferably, considering traffic safety and operational efficiency, the control of temporary turnout X can be integrated into the management system of the station in the turnout direction (e.g., station 1). The control system of station 1 can manage the temporary turnout through the turnout control cable. Simultaneously, a manual confirmation process is added. Before processing semi-automatic block signaling, the duty officer must manually confirm that the section is clear and that temporary turnout X is in the specified position (positioned or reversed) through the turnout status information displayed on the station control panel. Simultaneously, the actual position of the turnout must be confirmed to be consistent with the control panel display through the station's video monitoring system or on-site inspection. Only after both confirmations are correct can the block signaling procedure be processed.

[0050] Preferably, the station with the turnout tip is selected because only trains departing from this station (e.g., station 1) have the option to use the temporary turnout sideways. Integrating turnout control into this station (e.g., station 1) allows the station control system to check and confirm the status of the temporary turnout before departure, ensuring that the turnout is in the correct position and that the locking status meets the train's operating requirements.

[0051] See Figure 4 Preferably, the status information of turnout X is also incorporated into the acquisition systems of two adjacent stations (e.g., station 1 and station 2). Not only can the station at the turnout tip (e.g., station 1) obtain the status information of the temporary turnout in real time through turnout status information acquisition, but the other adjacent station (e.g., station 2) can also receive the status information of the temporary turnout through turnout status information acquisition; furthermore, the station at the turnout tip (e.g., station 1) can also manage the temporary turnout through the turnout control cable. See also... Figure 8 Train operation is bidirectional. For example, trains will also be sent from station 2 to station 1. In order to complete the train dispatch strategy, station 2 also needs to obtain the turnout status information.

[0052] After incorporating the status information of temporary turnouts into the station's data acquisition system, the status information of temporary turnouts will serve as an important condition for the formation of block signaling in the section and the opening of the departure signal.

[0053] Before a train departs, the station control system checks the status of temporary switches to ensure they are in the correct position and locked. Only when the switch status meets safety conditions will a block signal be established, the departure signal be opened, and the train be allowed to depart. This process ensures that the train receives the latest switch status information before departure, enabling it to make correct driving decisions based on real-time conditions. Simultaneously, it further enhances operational safety and prevents potential safety issues caused by changes in switch status.

[0054] See Figure 5 Preferably, to improve train safety, coded sections are added before and after the temporary turnout X, namely protection section 1 and protection section 2, and the length of the protection sections is set to meet the train braking requirements. These two protection sections can send turnout status information to approaching trains, ensuring that the train can receive the latest turnout status before entering the turnout area. The coded control of the coded sections and the power supply and reception of the sections are, in principle, incorporated into the control of the station in the turnout tip direction (e.g., station 1).

[0055] In this way, the station control system can not only monitor the status of temporary switches in real time, but also control the coded equipment in the protected section, ensuring accurate information transmission. The station in the direction of the turnout (e.g., station 1) can obtain the status information of the temporary turnout in real time through the turnout status information acquisition, and the other adjacent station (e.g., station 2) can also receive the status information of the temporary turnout through the turnout status information acquisition; in addition, the station in the direction of the turnout (e.g., station 1) can obtain the status information of protection section 1 and protection section 2 in real time through the section status information acquisition, and the other adjacent station (e.g., station 2) can also receive the status information of protection section 1 and protection section 2 through the section status information acquisition.

[0056] The status of both protected sections and the switch section are incorporated into the data acquisition systems of the two adjacent stations (e.g., station 1 and station 2). This ensures that regardless of the direction from which the train approaches the switch, the adjacent stations can obtain real-time status information for both the switch and the protected sections, providing comprehensive protection for safe train operation. This step further enhances operational safety, ensuring that trains receive accurate and real-time status information when approaching and passing temporary switches.

[0057] Preferably, the code control circuit of protection section 1 (facing the fork tip) is as follows: Figure 6 As shown. A specific code-issuing strategy has been implemented for protected section 1 (facing the turnout tip) to ensure safe train operation. During code issuance, this section simultaneously checks the positioning and reversing conditions of temporary turnout X: (1) When the turnout is in position, the protected section will send a green code. This indicates that the temporary turnout is in the positive direction and the train can pass normally without taking any special measures.

[0058] (2) When the turnout is in the reverse position, the protected section will send a double yellow code. This indicates that the temporary turnout is opening to the side and the train will exit through the temporary turnout. In this case, the train needs to slow down to ensure safe passage through the turnout area.

[0059] (3) When the turnout loses its fixed / reverse position indication, i.e., when the specific location of the turnout cannot be determined, the protection section will send a red / yellow code. This indicates that the temporary turnout is in a four-way open state, which is an extremely dangerous situation. In this case, the train should be braked immediately to prevent possible traffic accidents. Preferably, when the train receives a double yellow code, the driver needs to manually select the "temporary turnout lateral route" mode through the LKJ device within 200 meters of the turnout (confirmed by the trackside markings). In this mode, the LKJ will: automatically load the preset temporary lateral speed limit curve, enable special route traffic permission, and compare satellite positioning with turnout position information in real time.

[0060] Preferably, the electrical code control for the protected section 1 (facing the turnout tip) is as follows: if the turnout is in the straight direction, an L code is sent; if the turnout is in the lateral direction, a UU code is sent; if the turnout is in a four-way open state, a HU code is sent.

[0061] Preferably, the code control circuit of the protection section 2 (in the direction of the fork tip) is as follows: Figure 7 As shown. A specific code-issuing strategy has been implemented for protected section 2 (in the direction of the turnout tip) to ensure safe train operation. In this section, only the positioning conditions of temporary turnout X are checked during code issuance. (1) When the turnout is in position, the protected section will send a green code. This indicates that the temporary turnout is in the positive direction and the train can pass normally without taking any special measures.

[0062] (2) When the turnout is not in the correct position, the protected section will send a red or yellow code. This indicates that the temporary turnout is in the reverse position or in a four-way open state, which is an extremely dangerous situation for the train protected by this section. In this case, the train should be braked immediately to prevent possible traffic accidents.

[0063] Preferably, the electrical code control for the protection section 2 (in the direction of the turnout tip) is as follows: if the turnout is in the straight direction, then send the L code; otherwise, send the HU code.

[0064] Example 3 This embodiment provides a turnout control method applied to semi-automatic block sections, including: acquiring the status information of temporary turnouts in real time; formulating a departure strategy based on the status information of the temporary turnouts; and setting up coded sections before and after the temporary turnouts to send the status information of the temporary turnouts to approaching trains.

[0065] The branching control method for semi-automatic block sections provided in this embodiment is to add some facilities to the existing rail transit related equipment to form the branching control system for semi-automatic block sections involved in Embodiments 1 and 2.

[0066] Preferably, the method of adding some facilities based on existing rail transit-related equipment specifically includes: (1) Add temporary turnout control lines: Within semi-automatic block signaling sections, dedicated control lines are added for temporarily inserted turnouts. These control lines are connected to the control systems of adjacent stations, enabling the stations to remotely control and monitor the turnouts in real time.

[0067] (2) Add a temporary turnout status acquisition line: To obtain real-time status information of turnouts, a dedicated turnout status acquisition line was added for temporarily inserted turnouts. This line can accurately detect the position, locking status, and presence of faults of the turnouts, and transmit this information to the control systems of adjacent stations in real time.

[0068] (3) Add a coded segment: Electronically coded sections were added before and after the temporary turnouts. These sections can send turnout status information to approaching trains, ensuring that trains receive the latest turnout status before entering the turnout area, thus enabling them to make correct driving decisions.

[0069] (4) Add three ground-based display signals: The real-time status of the turnout is directly reflected by ground signal lights. Visual recognition (L light for straight-through / U light for lateral speed limit / H light for emergency braking) can be used without the need for onboard equipment decoding, eliminating the potential delay in code transmission and parsing. This design significantly improves the driver's situational awareness through dual-channel information redundancy of "code + light display" and reserves sufficient emergency response window for abnormal turnout conditions.

[0070] Preferably, after adding relevant facilities, it is possible to realize the real-time status transmission of temporary switches and train reception and processing, and to formulate departure strategies based on the real-time status of temporary switches.

[0071] Develop a departure strategy based on switch status: Before train departure, the station control system checks the status of temporary switches to ensure they are in the correct position and locked. Trains are only allowed to depart when the switch status meets the departure conditions.

[0072] Real-time status transmission and train reception processing: When the switch status changes, the station control system encodes the latest switch status information and sends it to the coded section, where it is transmitted by the track circuitry. After entering the coded section, the train receives the switch status information transmitted by the track circuitry via its onboard equipment and decodes it. Based on the decoded switch status information, the train adjusts its operating strategy in real time to ensure safe passage through the switch area.

[0073] According to a preferred embodiment, the departure strategy includes: before the train departs, checking the status information of the temporary turnout to ensure that the turnout is in the correct position and locked; the train will only be allowed to depart if the status information of the temporary turnout meets the departure conditions.

[0074] According to a preferred embodiment, the real-time status information of the temporary turnout is reflected to the train driver via light signals.

[0075] According to a preferred embodiment, a wireless data writing mechanism for temporary turnouts is established based on the LKJ (Long-Terminal Tracking Unit), transmitting at least the temporary turnout position and lateral speed limit value. An interactive interface for selecting temporary routes using the LKJ is set up, integrating voice prompts and braking control functions.

[0076] According to a preferred embodiment, for train routes proceeding straight through temporary switches, before processing block closures to allow train departure, it is essential to first check whether the temporary switches are in the correct position. Only when the temporary switches are in the correct position is the train considered to be proceeding straight through the temporary switches along the normal route, and the block closure procedures are continued, allowing the train to depart.

[0077] See Figure 8 This strategy applies to train routes that pass through a turnout in the straight direction and is the block control method used when trains depart normally from two adjacent stations. Compared to the conventional block control method, it differs in that it adds a check on the status of the temporary turnout. Specifically, before processing the block control for a section to allow train departure, the station control system must first check whether the temporary turnout X is in the correct position. Only when the temporary turnout is indeed in the correct position can it be assumed that the train will pass through the turnout in the straight direction according to the normal route. At this point, the station control system will continue with the section block control procedure and allow the train to depart.

[0078] According to a preferred embodiment, for through routes via temporary switches, virtual block signaling is implemented to ensure that trains pass through the temporary switches along the lateral path. The conditions for implementing virtual block signaling include: checking whether the temporary switch is in the reverse position, confirming the section is clear, verifying the construction dispatch order, and confirming block signaling by telephone with adjacent stations. Virtual block signaling is implemented when the temporary switch's direction meets the train's lateral passage requirements. Preferably, the train's lateral passage requirements are manually specified or pre-defined. The on-site train lateral passage requirements are: the current train needs to pass through the switch to reach its target location, or a train from another location needs to enter the line via the switch.

[0079] See Figure 9 This strategy is specifically designed for special routes where trains depart from stations facing the turnout (e.g., station 1) via a turnout lateral direction. Since this is a specific route via a temporary turnout lateral direction, conventional block signaling methods cannot be directly applied. Therefore, virtual block signaling needs to be implemented at station 1 to address this situation.

[0080] Preferably, the conditions for establishing a virtual block signal are: checking whether the turnout is in the reverse position; manually confirming the section is clear; verifying the construction dispatch order; confirming the block signal with the adjacent station by telephone; and ensuring that the direction of travel meets the requirements for lateral train passage. This ensures that trains can safely travel along the lateral path when passing through temporary turnouts. The conditions for releasing a virtual block signal are also carefully designed. It requires the turnout to remain in the reverse position and the train to completely clear the turnout section before the virtual block signal can be released. This design ensures both the safety of trains passing through turnouts and the timely restoration of the block signal in the section, allowing for the normal departure and operation of subsequent trains. After train departure, within a minimum display distance of 200 meters on the signal, when the ground signal lights display a U-light, the driver must manually switch the LKJ to "Temporary Lateral Route" mode. The LKJ automatically retrieves the pre-stored lateral line data for the temporary turnout.

[0081] See Figure 8 and Figure 9 Preferably, once the straight-through route or lateral route is successfully processed, the status information of the temporary turnout meets the departure conditions.

[0082] Preferably, the turnout control method for semi-automatic block sections provided in this embodiment constructs a three-dimensional protection system with "automatic control as the main method and manual confirmation as the auxiliary method". Through cross-verification of console status display and video monitoring, dual indication of coded information and ground signal lights, and interactive mechanism of LKJ data preset and driver manual confirmation, intelligent collaboration between the control system and operators is realized. Furthermore, a three-level response mechanism for turnout anomalies is established, an emergency operation module for drivers is developed, and direct connection function of dispatch communication is integrated.

[0083] This method utilizes innovative technologies to achieve real-time monitoring of turnout status and incorporates it into the inspection scope of two adjacent stations. Simultaneously, to reduce manual on-site management and improve overall safety and efficiency, the control of this set of turnouts is also integrated into the temporary control of adjacent stations. Furthermore, coded protection sections are added before and after the turnouts, enabling trains to immediately receive and process turnout status information upon entering these sections. This allows trains to adjust their operating strategies based on real-time conditions, ensuring safe passage through the turnout area.

[0084] This method not only solves the information lag problem in existing technologies but also significantly improves the flexibility and efficiency of temporary turnout management within railway sections. It reduces reliance on manual labor and additional track sections, thereby lowering operating costs and safety risks. Simultaneously, it improves train operation efficiency, providing strong support for the safety and smooth operation of railway transportation. Therefore, the rationality and necessity of this invention lie in its direct targeting of current technological bottlenecks, solving practical problems through technological innovation, and demonstrating significant social and economic benefits.

[0085] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A branch line control method applied to semi-automatic block section, characterized in that, include: Real-time acquisition of temporary turnout status information; A train departure strategy is formulated based on the status information of the temporary turnout; Before and after the temporary turnout, coded sections are set up to send the status information of the temporary turnout to approaching trains; A wireless data writing mechanism for temporary turnouts is established based on LKJ, which at least transmits the position of the temporary turnout and the lateral speed limit value. Set up an interactive interface for LKJ temporary route selection, integrating voice prompts and braking control functions; For train routes going straight via temporary switches, before closing the section to allow train departure, it is necessary to first check whether the temporary switches are in the correct position. Only when the temporary turnout is in the fixed position is it considered that the train will pass through the temporary turnout in the normal direction, continue to process the block procedure for the section, and allow the train to depart. For routes passing through temporary switches laterally, virtual block signaling is used to ensure that trains pass through temporary switches along a lateral path. The conditions for implementing virtual block signaling include: checking whether the temporary turnout is in the reverse position, confirming that the section is clear, verifying the construction dispatch order, and confirming the block signaling with the adjacent station by telephone. Virtual block signaling is implemented when the temporary turnout direction meets the requirements for train lateral passage.

2. The branch line control method applied to semi-automatic block section according to claim 1, characterized in that, The departure strategy includes: Before the train departs, check the status information of the temporary turnout to ensure that the turnout is in the correct position and locked. Trains are only allowed to depart if the status information of the temporary turnout meets the departure conditions.

3. The branch line control method applied to a semi-automatic block section according to claim 2, characterized in that, The real-time status information of the temporary switches is conveyed to the train driver through light signals.

4. A branch line control system for semi-automatic block section, used to implement the branch line control method for semi-automatic block section as described in any one of claims 1 to 3, characterized in that, include: Temporary turnout control lines are used to establish communication connections between temporary turnouts and the control systems of adjacent stations. A turnout status acquisition unit is used to acquire the status information of the temporary turnout in real time; The coded sections are set before and after the temporary turnouts and are used to send the status information of the temporary turnouts to approaching trains. The turnout status acquisition unit transmits the acquired temporary turnout status information to the station control system through the temporary turnout control line. The station control system formulates a departure strategy based on the status information of the temporary turnout; and encodes the status information of the temporary turnout and sends it to the coded section.

5. A branch line control system for semi-automatic block sections according to claim 4, characterized in that, The station control system encodes the status information of the temporary turnout and sends it to the coded section, where it is transmitted by the track circuit of the coded section.

6. A branch line control system for semi-automatic block sections according to claim 4, characterized in that, The status information of the temporary turnout includes: the location of the temporary turnout, its locked status, and whether there is a fault.

7. A branch line control system for semi-automatic block sections according to claim 4, characterized in that, It also includes ground signal lights to reflect the real-time status information of temporary switches.

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