Unlocking method for continuous route composed of multiple segments of sub-routes

Abstract

The invention discloses an unlocking method for a continuous route composed of multiple sections of sub-routes, and relates to the technical field of signal systems in rail transit, and the unlocking of the continuous route comprises the following steps: for a continuous route without departure property, carrying out automatic delay unlocking, ramp unlocking and manual delay unlocking on the first section of continuous sub-route, and carrying out manual delay unlocking on the second section of continuous sub-route; performing transmission unlocking on a non-first section of continuous sub-route, and canceling immediate unlocking and manual unlocking delay unlocking; for the continuous route with the departure property, the first section of the continuous sub-route is subjected to manual unlocking immediate unlocking cancelling and manual unlocking delayed unlocking, and the non-first section of the continuous sub-route is subjected to manual unlocking delayed unlocking and immediate unlocking cancelling. The method has segmented unlocking adaptability, and different unlocking logics are executed according to the property of the sub-access. Dynamic scene adaptation is achieved, and a flexible unlocking mode is supported when a sub-route is converted into a departure route. And multi-section condition transmission is achieved, automatic transmission of the unlocking condition in each section of the continuous route is achieved, and manual intervention is reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of signal systems in rail transit, and more particularly to a method for unlocking a continuation route composed of multiple sub-routes. BACKGROUND

[0002] Currently, the continuation route in the railway signal system is mainly used to prevent the train from rolling away after stopping on a steep slope section. The common unlocking methods include automatic delay unlocking and manual delay unlocking. However, the existing technology has the following problems: The unlocking is only for the case where the continuation route has only one segment. When the continuation route is composed of multiple sub-routes, it is not possible to distinguish the use state of each sub-route, resulting in too rigid unlocking.

[0003] Lack of dynamic scene adaptability: When a part of the continuation route has been converted into a departure route, the existing solution lacks targeted unlocking logic, affecting the operation efficiency.

[0004] Cannot support multi-segment delay transmission: Only single-segment delay automatic unlocking conditions are supported, and manual intervention is required for each segment (such as manual delay unlocking for each segment) when unlocking the multi-segment continuation route, which seriously affects the efficiency of station operation.

[0005] In the prior art, a patent with publication number CN114261428A discloses a processing method for unlocking a continuation route after a fault or conversion to a departure route, including the following steps: step S1, continuation route establishment process; step S2, continuation route unlocking logic processing process; step S3, continuation route unlocking logic output process. Compared with the prior art, the present application has the advantages of greatly balancing safety and efficiency. However, it only solves the unlocking problem of single-segment continuation route fault or conversion to departure, but does not consider the differentiated processing of sub-routes of multi-segment continuation route. SUMMARY

[0006] In order to overcome the defects in the prior art, the present application discloses a method for unlocking a continuation route composed of multiple sub-routes. The purpose of the present application is to solve the problem of not considering the differentiated processing of sub-routes of multi-segment continuation route in the prior art. The present application has the following advantages: segmented unlocking adaptability: different unlocking logics are executed according to the nature of the sub-routes. Dynamic scene adaptation: supports flexible unlocking mode when the sub-routes are converted into departure routes. Multi-segment condition transmission: realizes automatic transmission of unlocking conditions in each segment of the continuation route, reducing manual intervention.

[0007] In order to achieve the above purpose, the technical solution adopted by the present application is as follows: A method for unlocking a continuation route composed of multiple sub-routes, comprising: The car receiving route unlocking: the car receiving route and the continuation route are handled, and then it is judged whether the train is completely pressed into the track. If yes, the car receiving route is directly unlocked. If no, the total person unlocking / total cancel operation is executed, and then the car receiving route is unlocked. The continuation route is composed of multiple continuation sub-routes; The continuation route unlocking: for the continuation route without the nature of train dispatching, the first continuation sub-route is automatically unlocked with time delay, ramp unlocked and person-unlocked with time delay, and the non-first continuation sub-route is unlocked with transmission, cancel immediate unlocking and person-unlocked with time delay. For the continuation route with the nature of train dispatching, the first continuation sub-route is unlocked with person-cancel immediate unlocking and person-unlocked with time delay, and the non-first continuation sub-route is unlocked with person-unlocked with time delay and cancel immediate unlocking.

[0008] I. Car receiving route unlocking Preferably, in the car receiving route unlocking, the car receiving route contains a ramp. After the car receiving route and the continuation route are handled, the train passes through the handled car receiving route according to the indication of the car receiving route signal and the position sequence of the turnout, crosses the terminal signal of the car receiving route, and occupies the track. The train has entered the track by using the car receiving operation, and the car receiving route is directly unlocked. After the car receiving route and the continuation route are handled, if the train does not need to be used due to some reasons, the handled car receiving route and the continuation route are canceled. It is considered that the train uses the car receiving operation but does not enter the track. The total person unlocking / total cancel operation is executed, and then the car receiving route is unlocked.

[0009] II. Continuation route unlocking Preferably, in the continuation route unlocking, based on the real-time data of the route state monitoring, the unlocking conditions and the mutual relationship of each continuation sub-route are automatically analyzed according to the preset safety rules and logical algorithms, and the reasonable unlocking time delay is dynamically calculated to unlock the route. The automatic unlocking or manual unlocking mode is determined by detecting the train position and the running state.

[0010] Preferably, in the continuation route composed of multiple continuation sub-routes, the first continuation sub-route, the second continuation sub-route, …, and the Nth continuation sub-route are defined in turn from the beginning of the continuation route to the terminal in the direction. Each continuation sub-route includes the beginning of the route, the terminal of the route, the track section and the turnout. The continuation route without the nature of train dispatching refers to that the first continuation sub-route cannot perform the re-opening signal operation and cannot open the signal. The continuation route with the nature of train dispatching refers to that the first continuation sub-route performs the re-opening signal operation, and the first continuation sub-route opens the signal.

[0011] Preferably, it also includes defining the continuation sub-route fault, the rear sub-route of the continuation sub-route, the front sub-route of the continuation sub-route, the normal locking of the continuation sub-route, the fault locking of the continuation sub-route and the continuation sub-route with the nature of the train, wherein: Continuation sub-route fault: the section in the continuation sub-route is occupied or the switch position is not in the position required by the continuation sub-route; Rear sub-route of the continuation sub-route, front sub-route of the continuation sub-route: according to the direction of train operation, the continuation sub-route used by the train is taken as the benchmark, the continuation sub-route used by the train is defined as the rear sub-route of the continuation sub-route, and the sub-route not used by the train is defined as the front sub-route of the continuation sub-route; Continuation sub-route normal locking, continuation sub-route fault locking refers to the state of all sections in the continuation sub-route: after handling the continuation route, all sections in the continuation sub-route are in the normal locking state, and when the continuation sub-route cannot be unlocked due to failure, the state of all sections in the continuation sub-route is changed from the normal locking state to the fault locking state; Continuation sub-route with the nature of the train: performing the re-opening signal operation on the continuation sub-route, and the continuation sub-route opening signal or the rear sub-route of the continuation sub-route performs the re-opening signal operation to open the signal.

[0012] 2.1 Unlocking of the continuation route without the nature of the train 2.1.1 Unlocking of the first continuation sub-route 2.1.1.1 Automatic time delay unlocking Preferably, the automatic time delay unlocking of the first continuation sub-route of the continuation route without the nature of the train includes: Detecting that the train passes through the receiving route according to the position sequence of the switch in the receiving route and crosses the receiving route terminal to occupy the track; Detecting that the train route end section and the track where the track are normally excited by the power-off relay; When the above detection conditions are met, start T second countdown, and after the countdown is over, detect the state of the first continuation sub-route: If the first continuation sub-route is not faulty, immediately unlock the first continuation sub-route and set the first continuation sub-route unlocking flag; If the first continuation sub-route is faulty, convert the first continuation sub-route and all faulty continuation sub-routes in front of it to fault locking, and keep the non-faulty continuation sub-route in normal locking.

[0013] Preferably, in the automatic time delay unlocking of the first continuation sub-route of the continuation route without the nature of the train, for the track crossing: Condition one: when the receiving route end section or the track where the track is located is not attracted by the power-off relay, the countdown unlocking is prohibited; Condition 2: If the track power-off relay is detected to be re-energized during the cross pressure, immediately start the T-second countdown to unlock, and if the track power-off relay is re-de-energized during the countdown, the countdown is not interrupted; If condition 1 is detected to be met and condition 2 is detected to be not met, the train completely enters the track after the fault is recovered, and the countdown to unlock is not started.

[0014] 2.1.1.2 Ramp Unlocking Preferably, the first segment of the extended route without the nature of departure performs ramp unlocking, which includes: Detecting that the first segment of the extended route is in automatic time delay unlocking; Detecting that the train has used the receiving route and the train completely enters the track, and the receiving route is unlocked or the receiving route is manually canceled; Detecting that all extended sub-routes of the extended route are not faulty; When the above detection conditions are met, the ramp unlocking operation is performed, the automatic time delay unlocking is interrupted, the first segment of the extended sub-route is immediately unlocked, and the first segment of the extended sub-route unlocking flag is set.

[0015] 2.1.1.3 Manual Time Delay Unlocking Preferably, the first segment of the extended route without the nature of departure performs manual time delay unlocking, which includes: Detecting that the train has used the receiving route and the train completely enters the track, and the receiving route is unlocked or the receiving route is manually canceled; Detecting that the "total manual operation" command is received; When the above detection conditions are met, the first segment of the extended sub-route starts a T-second countdown, and at the end of the countdown, the state of the first segment of the extended sub-route is detected: If the first segment of the extended sub-route is not faulty, the first segment of the extended sub-route is immediately unlocked, and the first segment of the extended sub-route unlocking flag is set; If the first segment of the extended sub-route is faulty, the first segment of the extended sub-route and the front faulty sub-route are set to be fault locked, and the non-faulty extended sub-route is kept normal locking.

[0016] 2.1.2 Non-first Segment of Extended Sub-route Unlocking 2.1.2.1 Transfer Unlocking Preferably, the non-first segment of the extended route without the nature of departure performs transfer unlocking, which includes: Condition 1: Detecting that the adjacent extended sub-route behind is set with the extended sub-route unlocking flag; Condition 2: Detecting that the current extended sub-route meets: no nature of departure and the extended sub-route is idle and the switch position is in the position required by the extended sub-route; All the above detection conditions are met, this segment of the continuation sub-route is unlocked, and the segment of the continuation sub-route unlocking flag is set; The above operation is repeated for the adjacent continuation sub-route in front until all the continuation sub-routes are unlocked or condition 2 is not met.

[0017] 2.1.2.2 Immediate unlocking for cancellation Preferably, the non-first segment of the continuation sub-route of the continuation route without the departure property is subjected to the immediate unlocking for cancellation, which includes: When it is detected that the train is pressed into the first segment of the continuation sub-route without the departure property: The Nth segment of the continuation sub-route unlocking needs to check whether at least one of the first to N-1 segments of the continuation sub-route has been unlocked; When it is detected that the above conditions are met, the continuation sub-route is immediately unlocked, and the continuation sub-route unlocking flag is set.

[0018] 2.1.2.3 Delayed unlocking for human solution Preferably, the non-first segment of the continuation sub-route of the continuation route without the departure property is subjected to the delayed unlocking for human solution, which includes: It is detected that the adjacent continuation sub-route behind the continuation sub-route is open; It is detected that the train is pressed into the adjacent continuation sub-route behind; It is detected that the total human solution operation is performed on the segment of the continuation sub-route; When all the above detection conditions are met, the segment of the continuation sub-route starts T-second countdown, and the countdown ends by detecting the state of the continuation sub-route: The continuation sub-route is not faulty, and the continuation sub-route is immediately unlocked; The continuation sub-route is faulty, and the continuation sub-route is converted to fault locking.

[0019] 2.2 Continuation route with departure property 2.2.1 First segment of continuation sub-route unlocking 2.2.1.1 Immediate unlocking for cancellation of human solution Preferably, the first segment of the continuation sub-route of the continuation route with the departure property is subjected to the immediate unlocking for cancellation of human solution, which includes: After the train is not pressed into the track and the receiving route is used up: It is detected that the receiving route has been used up; It is detected that the train does not occupy the track; It is detected that the total cancellation / total human solution command is received; All the above detection conditions are met, and the first segment of the continuation sub-route is immediately unlocked.

[0020] 2.2.1.2 Delayed unlocking for human solution Preferably, the first segment of the continuation sub-route of the continuation route with the departure property is subjected to the delayed unlocking for human solution, which includes: The train has entered the track, and the receiving route has been used: The receiving route has been detected to be used up; The train occupies the track is detected; The total person resolution command is detected; The above detection conditions are met, the first segment of the extended sub-route starts T second countdown, and the first segment of the extended sub-route is immediately unlocked without fault when the countdown is over, otherwise it is turned into a fault lock.

[0021] 2.2.2 Non-first segment of the extended sub-route unlocking 2.2.2.1 Person resolution delay unlocking Preferably, the non-first segment of the extended sub-route of the extended route with the nature of departure is person resolution delay unlocking, which includes: Detecting that the train is pressed into the adjacent extended sub-route behind; Detecting the total person resolution command; The above detection conditions are met, the extended sub-route starts T second countdown, and the extended sub-route is immediately unlocked without fault when the countdown is over, otherwise it is turned into a fault lock.

[0022] 2.2.2.2 Cancel immediate unlocking Preferably, the non-first segment of the extended sub-route of the extended route with the nature of departure is cancel immediate unlocking, which includes: Detecting that the extended sub-route behind has been unlocked; Detecting the total person resolution / cancel command; The above detection conditions are met, and the extended sub-route is immediately unlocked.

[0023] The beneficial effects of the present application are: 1. Multi-segment extended route dynamic segmentation unlocking control technology Core innovation: For the complex scene of the extended route composed of multiple sub-routes, an intelligent segmentation unlocking strategy is proposed to realize accurate state detection and differentiated unlocking of each sub-route.

[0024] Technical implementation: Layered detection: The occupancy state (occupied / idle / fault) of each sub-route is accurately distinguished by the route use state detection module.

[0025] Dynamic decision: Based on the train running direction, sub-route nature (receiving / departure) and fault state, the unlocking logic (automatic delay unlocking / immediate unlocking / driven unlocking) is intelligently selected.

[0026] Condition transfer: The "unlocking flag transfer" mechanism is created, which automatically triggers the unlocking of the front sub-route that meets the conditions after the unlocking of the rear sub-route, reducing manual intervention.

[0027] 2. Dynamic switching unlocking mechanism of car receiving / departure route Core innovation: adaptive adjustment of unlocking strategy when supporting dynamic conversion of sub-route properties (such as conversion of car receiving route to departure route).

[0028] Technical implementation: Property identification: determine whether the sub-route has departure conditions according to the signal open state.

[0029] Differential unlocking: Car receiving property: automatic delay unlocking + ramp priority unlocking.

[0030] Departure property: only manual unlocking or train pressure triggering unlocking is allowed.

[0031] 3. Fault isolation and intelligent recovery mechanism Core innovation: for the scenarios of section occupation anomaly and turnout fault, a hierarchical fault locking strategy is proposed to avoid full line locking.

[0032] Technical implementation: Fault marking: the fault sub-route and its front fault section are converted to "fault locking", and the normal section maintains unlocking ability.

[0033] Recovery trigger: after fault recovery, automatically recheck the unlocking conditions, and support segmented recovery. BRIEF DESCRIPTION OF DRAWINGS

[0034] Figure 1 The present application is a multi-section continuous car receiving route usage state detection process; Figure 2 The present application is a multi-section continuous unlocking logic decision-making process; Figure 3 The present application is a multi-section continuous example. DETAILED DESCRIPTION

[0035] The concept, specific structure and resulting technical effects of the present application will be described clearly and completely in the following embodiments and drawings, so as to fully understand the purpose, features and effects of the present application.

[0036] An unlocking method for a continuous route composed of multiple sub-routes, as shown in Figure 1 , Figure 2 The method mainly includes two stages: ① Multi-section continuous car receiving route usage state detection The multi-section continuous car receiving route contains a 1:6 ramp, as shown in Figure 3 After the car receiving route and the multi-section continuous route are handled, the train follows the car receiving route signal indication, passes through the handled route according to the position sequence of the turnout, and crosses the terminal signal of the route to occupy the track. Then the train has used the car receiving operation to enter the track.

[0037] The approach is cancelled after the car approach is handled for some reason and is not needed for use. The train uses the car approach operation, but does not enter the track.

[0038] The multi-section continuation car is composed of the approach start, the approach end, the track section, and the turnout.

[0039] S1. The car approach contains a 1 / 600 slope. The car approach and the corresponding continuation approach have been handled. The train is set to pass through the approach according to the position of the turnout in the car approach and cross the approach end. The track is occupied.

[0040] S2. The car approach contains a 1 / 600 slope. The car approach and the corresponding continuation approach have been handled. The approach cancellation operation is set, and the approach is cancelled.

[0041] ② Multi-section continuation unlocking logic decision As the intelligent core of the system, this module automatically analyzes the unlocking conditions and mutual relationships of each sub-section based on the real-time data provided by the approach state monitoring module, according to the preset safety rules and logic algorithms, and dynamically calculates the reasonable unlocking delay to unlock the approach. By detecting the train position and running state, the module determines whether to use automatic unlocking or manual unlocking, ensuring that the unlocking decision not only meets the safety criteria but also considers operational efficiency. Its multi-level judgment system not only ensures the correct execution of basic unlocking logic, but also effectively handles various special scenarios and abnormal situations, making it a key hub for ensuring train operation safety and improving operational efficiency.

[0042] Multi-section continuation refers to a continuation approach composed of several continuation sub-approaches, defined as the first, second, …, and Nth continuation sub-approaches from the continuation approach start to the end. Each sub-approach is composed of the approach start, the approach end, the track section, and the turnout.

[0043] The continuation approach without departure properties refers to the first continuation sub-approach that cannot perform the re-opening signal operation and cannot open the signal.

[0044] The continuation approach with departure properties refers to the first continuation sub-approach that performs the re-opening signal operation and opens the signal.

[0045] Continuation sub-approach failure refers to the occupation of a section in the sub-approach or the turnout position not being in the required position of the sub-approach.

[0046] According to the train running direction, the sub-approach used by the train is defined as the rear sub-approach of the currently used sub-approach, and the sub-approach not used is defined as the front sub-approach of the currently used sub-approach.

[0047] Normal locking and fault locking of sub-route means the state of all sections in the sub-route: after the extension route is handled, all sections in the sub-route are in a normal locking state, and when the sub-route cannot be unlocked due to a fault, the state of all sections in the sub-route is changed from the normal locking state to the fault locking state.

[0048] The sub-route has the property of train dispatching means that the sub-route is executed with the reopening signal operation, and the signal is opened by the reopening signal operation of the sub-route or the rear sub-route of the sub-route.

[0049] For the extension route without the property of train dispatching, when the extension route is composed of multiple train sub-routes: The unlocking operation steps of the first segment of the extension sub-route are as follows: 1) Automatic delay unlocking S1.1 detects that the train passes through the route according to the position sequence of the turnout in the receiving route and crosses the terminal of the route to occupy the track; S1.2 detects that the train route end section and the track where the track are normally excited by the track power-off relay; When the above conditions are met, start the 180s countdown; Countdown end processing; S1.3 detects the state of the first segment of the extension sub-route: Sub-route without fault → immediately unlock the sub-route, and set the sub-route unlocking flag; Sub-route fault → execute the following operations: a) Fault sub-route and all fault sections in front of it → change to fault locking; b) Non-fault sub-route → keep normal locking.

[0050] S1.4 Cross-track special rules ① When the train crosses the track and detects any of the following conditions: The receiving route end section or the track where the track is located is not attracted by the track power-off relay; → Inhibit the start of the countdown.

[0051] ② If the track power-off relay is detected again during the crossing: → Immediately start the 180s countdown (the track power-off relay falls again during the countdown without interrupting the countdown).

[0052] ③ When the condition in ① is met and the condition in ② is not met, the train completely enters the track after the fault is recovered: → No countdown is started.

[0053] 2) Slope unlocking S2.1 detects that the first segment of the extension sub-route is being automatically delayed; S2.2 Detects that the train has used the complete receiving route and the train has completely entered the siding and the receiving route has been unlocked; S2.3 Detects that all sub-routes of the continuation route are not faulty; S2.4 Performs the ramp unlocking operation: → Interrupts the countdown of the automatic delay.

[0054] → The first sub-route of the continuation route is immediately unlocked and the sub-route unlocking flag is set.

[0055] 3) Cancel unlocking S3.1 Detects that the train has used the complete receiving route and the train has completely entered the siding and the receiving route has been unlocked or the receiving route is manually cancelled; S3.2 Detects that the "total manual operation" command is received; When the above conditions are met, the first sub-route of the continuation route starts a 180-second countdown; Countdown end processing; S3.3 Detects the state of the first sub-route of the continuation route at the end of the countdown: Sub-route is not faulty → The sub-route is immediately unlocked and the sub-route unlocking flag is set; Sub-route is faulty → The sub-route and the faulty sub-route in front are turned into fault locking, and the non-faulty sub-route remains normal locking.

[0056] The unlocking operation steps of the non-first sub-route are as follows: 4) Transfer unlocking S4.1 Detects that the rear adjacent sub-route is set with the sub-route unlocking flag; S4.2 Detects that the current sub-route meets: no departure nature and the sub-route section is idle and the turnout position is at the required position of the sub-route; S4.3 When the above conditions are met, the sub-route is unlocked and the sub-route unlocking flag is set, and S4.1 is repeatedly executed until all sub-routes are unlocked or S4.2 is not met.

[0057] 5) Manual cancellation of immediate unlocking and delay unlocking S5.1 Detects that the train is pressed into the first sub-route of the continuation route with no departure nature: → The second sub-route of the continuation route needs to check whether the first sub-route has been unlocked; → If the second sub-route is not unlocked, the third sub-route of the continuation route needs to check whether the first sub-route or the second sub-route has been unlocked; → If the first sub-route or the second sub-route has been unlocked, the third sub-route does not need to check whether the first sub-route or the second sub-route has been unlocked; → By analogy, the Nth segment unlocking must check whether at least one of the front 1~N-1 segments has been unlocked.

[0058] S5.2 Detects that the above condition is met, the sub-route is immediately unlocked, and the sub-route unlocking flag is set.

[0059] S5.3 Detects that the adjacent sub-route behind the sub-route is open; S5.4 Detects that the adjacent behind the train pressure; S5.5 Detects that the total person in the sub-route of this section is executed; The above S5.3~5.5 conditions are met, and the sub-route of this section is started 180s countdown; Countdown end processing sub-route state: Sub-route without fault→ immediately unlock the sub-route.

[0060] Sub-route fault→ the sub-route is converted to fault locking.

[0061] For the continuation route with the nature of departure, when the continuation route is composed of multiple continuation sub-routes: The first sub-route is unlocked: Scenario A: the train does not press into the track, and the receiving route is used up: S6.1 Detects that the receiving route has been used up; S6.2 Detects that the train does not occupy the track; S6.3 Detects that the total cancel / total person resolution command is received; The above conditions are met, and the first sub-route is immediately unlocked.

[0062] Scenario B: the train has entered the track, and the receiving route is used up: S6.4 Detects that the receiving route has been used up; S6.5 Detects that the train occupies the track; S6.6 Detects that the total person resolution command is received; → The above conditions are met, and the first sub-route starts 180s countdown; → The countdown ends, and the first sub-route is immediately unlocked if there is no fault, otherwise it is converted to fault locking.

[0063] Non-first sub-route is unlocked: S6.7 Detects that the train presses into the adjacent continuation sub-route behind; S6.8 Detects that the total person resolution command is received; → The above conditions are met, and the sub-route starts 180s countdown; → The countdown ends, and the sub-route is immediately unlocked if there is no fault, otherwise it is converted to fault locking.

[0064] S6.9 Detects that the sub-route behind has been unlocked; S6.8 Detects that the total person resolution / total cancel command is received; → The above conditions are met, and the child route is immediately unlocked.

[0065] The above describes the embodiments of the present application, but the present application is not limited to the above-mentioned embodiments. Those skilled in the art can make various equivalent modifications or replacements without departing from the spirit of the present application. These equivalent modifications or replacements are included in the scope defined by the claims of the present application.

Claims

1. A method for unlocking a continuous path composed of multiple segments, characterized in that, include: Receiving route unlocking: Process the receiving route and the continuation route, and then determine whether the train has completely entered the track. If so, unlock the receiving route directly. Otherwise, perform a total unlock / cancellation operation on the receiving route, and then unlock the receiving route. The continuation route consists of multiple continuation sub-routes. Continuing route unlocking: For continuing routes that do not have departure characteristics, automatic delayed unlocking, ramp unlocking, and manual delayed unlocking are performed on the first segment of the continuing sub-route, while transmission unlocking, immediate cancellation unlocking, and manual delayed unlocking are performed on the non-first segment of the continuing sub-route. For continuing routes that have departure characteristics, manual cancellation immediate unlocking and manual delayed unlocking are performed on the first segment of the continuing sub-route, while manual delayed unlocking and immediate cancellation unlocking are performed on the non-first segment of the continuing sub-route.

2. The unlocking method for a continuous path composed of multiple segments as described in claim 1, characterized in that, Automatic delay unlocking of the first segment of a continuing sub-route that does not have a departure function includes: The train was detected passing through the receiving route in the order of the turnouts and crossing the terminal of the receiving route, thus occupying the track. The power outage relays at the end of the train's route and on the track where the track is located were detected to be normally energized. If all the above detection conditions are met, start a T-second countdown. After the countdown ends, check the status of the first continuous sub-path: If there is no fault in the first continuation sub-path, the first continuation sub-path is immediately unlocked and the first continuation sub-path unlock flag is set. If the first continuation sub-path fails, the first continuation sub-path and all preceding failed continuation sub-paths will be switched to fault-locked, while the non-faulty continuation sub-paths will remain normally locked.

3. The unlocking method for a continuous path composed of multiple segments as described in claim 1, characterized in that, The first segment of the continuation sub-routes of continuation routes that do not have departure characteristics are undergoing automatic delay unlocking. This applies to cross-track sections: Condition 1: When the power outage relay at the end of the receiving route or on the track is not activated, the countdown unlocking must not be started; Condition 2: If the track power failure relay is detected to be re-engaged during the pressure crossing period, a T-second countdown will be started immediately to unlock the track. The countdown will not be interrupted if the track power failure relay drops again during the countdown. If condition one is met and condition two is not met, the fault will be resolved once the train has fully entered the track, and the countdown unlocking will no longer be initiated.

4. The unlocking method for a continuous path composed of multiple segments as described in claim 1, characterized in that, Unlocking the ramp on the first segment of a continuing route that does not have a departure function includes: The first segment of the continuation sub-path has been detected to be automatically unlocking after a delay. The train has been detected to have used the receiving route and has fully entered the track. The receiving route has been unlocked. All continuation sub-paths of the continuation route were found to be functioning correctly. When all the above detection conditions are met, the ramp unlocking operation is executed, the automatic delayed unlocking is interrupted, the first continuous sub-path is immediately unlocked, and the first continuous sub-path unlocking flag is set.

5. The unlocking method for a continuous path composed of multiple segments as described in claim 1, characterized in that, The first segment of the continuation sub-route of the continuation route that does not have the function of departure is subject to human intervention and time-delay unlocking, including: The train has been detected to have used the receiving route and has fully entered the track. The receiving route has been unlocked or manually cancelled. The system received the "Total Human Decommissioning Operation" command. When all the above detection conditions are met, the first continuation sub-path starts a T-second countdown. When the countdown ends, the status of the first continuation sub-path is checked. If there is no fault in the first continuation sub-path, the first continuation sub-path is immediately unlocked and the first continuation sub-path unlock flag is set. If the first continuation sub-path fails, the first continuation sub-path and the preceding failed sub-path are set to be fault-locked, while the non-faulty continuation sub-path remains normally locked.

6. The unlocking method for a continuous path composed of multiple segments as described in claim 1, characterized in that, Unlocking of non-first segment continuation subroutines of continuation routes that do not have departure characteristics includes: Condition 1: The adjacent continuation sub-path is detected to have a continuation sub-path unlock flag set; Condition 2: The current continuing sub-route is detected to meet the following conditions: no train departures, the middle section of the continuing sub-route is empty, and the turnout position is at the position required by the continuing sub-route. If all the above detection conditions are met, the sub-path of this segment is unlocked, and the unlock flag for the sub-path of this segment is set. Repeat the above operation for each adjacent continuation sub-path until all continuation sub-paths are unlocked or condition 2 is no longer met.

7. The unlocking method for a continuous path composed of multiple segments as described in claim 1, characterized in that, Cancellation and immediate unlocking of non-first segment continuation subroutines of continuation routes that do not have departure characteristics include: When a train is detected entering the first continuous sub-routes that do not have departure characteristics: Unlocking the Nth segment of the continuation sub-path requires checking that at least one segment of the continuation sub-paths from the 1st to the N-1th segments has already been unlocked; If a continuation sub-path that meets the above conditions is detected, it will be unlocked immediately, and a continuation sub-path unlock flag will be set.

8. The unlocking method for a continuous path composed of multiple segments as described in claim 1, characterized in that, For non-first segment continuation subroutines of continuation routes that do not have departure characteristics, the human-assisted time-delay unlocking includes: An open adjacent continuation sub-path was detected following the continuation sub-path; The train was detected to have entered the adjacent continuation sub-path behind it; The system detects that the current sub-path continues and executes the overall solution operation. When all the above detection conditions are met, the continuation sub-path starts a T-second countdown. After the countdown ends, the status of the continuation sub-path is checked. If the continuation sub-path is functioning correctly, unlock the continuation sub-path immediately. If a sub-path fault occurs, the sub-path will be switched to fault-locked.

9. The unlocking method for a continuous path composed of multiple segments as described in claim 1, characterized in that, The first segment of a continuing sub-route with departure characteristics undergoes immediate unlocking upon cancellation, including: The train did not enter the track. After using the receiving route: The vehicle reception route has been detected as already in use. The train was detected not to be obstructing the tracks; The system detected that a total cancellation / total release command had been received. If all the above detection conditions are met, the first segment of the continuation sub-path will be unlocked immediately; The first segment of the extended sub-routes with departure characteristics undergoes a human-assisted, time-delayed unlocking process, including: The train has entered the track. After using the receiving route: The vehicle reception route has been detected as already in use. Train detected occupying track; The system received a total personnel release order; If all the above testing conditions are met, the first segment of the continuation sub-path will start a T-second countdown. If there is no fault in the first segment of the continuation sub-path after the countdown ends, it will be unlocked immediately; otherwise, it will switch to fault lockout.

10. The unlocking method for a continuous path composed of multiple segments as described in claim 1, characterized in that, For non-first segment continuation sub-routes with departure characteristics, the human-assisted time-delay unlocking includes: The train was detected to have entered the adjacent continuation sub-path behind it; The system received a total personnel release order; If all the above detection conditions are met, the continuation sub-path will start a T-second countdown. If there is no fault in the continuation sub-path after the countdown ends, it will be unlocked immediately; otherwise, it will switch to fault lockout. Cancellation and immediate unlocking of non-first segment continuation subroutines with departure characteristics include: The subsequent continuation sub-path has been detected as unlocked. The system detected that a total release / cancellation command had been received. If all the above detection conditions are met, the continuation sub-path will be unlocked immediately.

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