SPKS computer interlocking protection method and system, and electronic device and readable storage medium

Abstract

An SPKS computer interlocking protection method, including: S1, a computer interlocking system receiving an establishment command for a route; S2, the computer interlocking system determining whether an SPKS protection area associated with the route is in an inactive state; S3, when the SPKS protection area associated with the route is in the inactive state, the computer interlocking system determining whether there is a turnout within the range of the route; if there is no turnout within the range of the route, entering S4; S4, the computer interlocking system checking whether other conditions of the establishment of the route are satisfied; and S5, when the other conditions of the establishment of the route are satisfied, the computer interlocking system establishing the route. The advantages are as follows: in the SPKS computer interlocking protection method, during the establishment of a route, the state of a turnout in the route and the state of an SPKS protection area associated with the route are fully applied to computer interlocking control logic, such that the risk caused by an ineffective turnout action resulting from triggering a route establishment operation too early can be fundamentally avoided, and thus the safety and economy are higher. Further provided are an SPKS computer interlocking protection system, an electronic device and a readable storage medium.

Description

An interlocking protection method, system, electronic device, and readable storage medium for SPKS. Technical Field

[0001] This invention relates to the field of interlocking protection for SPKS (Short-terminal Track Control System), and specifically to an interlocking protection method, system, electronic device, and readable storage medium for SPKS based on route control, turnout control, and signal control. Background Technology

[0002] Urban rail transit is the most important mode of transportation and a crucial urban infrastructure. In recent years, with the rapid development of control and communication technologies, urban rail transit has gradually shifted from traditional control modes to fully automated, driverless signal control. As driverless signaling systems are increasingly widely used in the rail transit field, the safety of maintenance personnel entering the track area needs to be considered. Currently, the method used is to activate emergency stop zones by setting up SPKS (Staff Protection Key Switches) to create a protected zone. This ensures that trains within the zone do not move, and prevents other trains not in the zone from entering, thus solving the safety problem of personnel entering the track area for work.

[0003] However, in existing technologies, the interlocking system (CI) does not fully utilize SPKS in the control logic of fully automatic operation, therefore, further improvements are needed.

[0004] It is understood that the above statements only provide background information related to the present invention and do not necessarily constitute prior art. Summary of the Invention

[0005] Based on the aforementioned technical problems, the purpose of this invention is to provide an interlocking protection method, system, electronic device, and readable storage medium for SPKS. When establishing a route, this interlocking protection method fully considers the turnout status in the route and the SPKS protection area status associated with the route, and fully applies them to the interlocking control logic. This can fundamentally avoid the risks caused by establishing a route too early, resulting in higher security.

[0006] To achieve the above objectives, the present invention is implemented through the following technical solution:

[0007] An interlocking protection method for SPKS, comprising:

[0008] S1. The interlocking system receives a route establishment command;

[0009] S2. The interlocking system determines whether the SPKS protection zone associated with the route is inactive.

[0010] S3. When the SPKS protection zone associated with the route is inactive, the interlocking system determines whether there is a turnout within the route range; if there is no turnout within the route range, proceed to S4.

[0011] S4. The interlocking system checks whether other conditions for establishing the route are met.

[0012] S5. When other conditions for route establishment are met, the interlocking system establishes the route.

[0013] Optionally, if there are turnouts within the route area, the interlocking system determines whether the turnouts within the route area are in the specified positions;

[0014] When the turnouts within the route range are in the specified positions, proceed to S4.

[0015] Optionally, when the turnout in the route is not in the specified position, the interlocking system moves the turnout to the specified position in the route, and enters S4.

[0016] Optionally, if the SPKS protection zone associated with the route is active, the interlocking system will not perform the route establishment operation, and both the route and its security protection zone will fail to be established, thus ending the process.

[0017] Optionally, if other conditions for route establishment are not met, the interlocking system will not perform the route establishment operation, and the route and its safety protection area will both fail to be established, thus ending the process.

[0018] Optional, also includes:

[0019] S6. When the route is successfully established, the interlocking system determines whether there is a turnout within the preset range behind the route. If there is no turnout within the preset range behind the route, proceed to S7.

[0020] S7. Check whether the conditions for establishing a safety protection zone are met in the interlocking system.

[0021] S8. When the conditions for establishing a safety protection zone are met, the interlocking system sets this preset range as the safety protection zone for this route.

[0022] S9, the route and its safety protection zone have been successfully established.

[0023] Optionally, if there is a turnout within a preset range behind the route, the interlocking system determines whether the turnout within the preset range is in the specified position; when the turnout within the preset range is in the specified position, it proceeds to S7.

[0024] Optionally, if the turnout within the preset range is not in the specified position, the interlocking system determines whether the SPKS protection area associated with the turnout within the preset range is inactive; if the SPKS protection area associated with this turnout is inactive, the interlocking system moves the turnout to the specified position and enters S7.

[0025] If the SPKS protection zone associated with this turnout is active, the interlocking system will not perform the turnout operation, the safety protection zone cannot be established, and only the route will be successfully established.

[0026] Optionally, if other conditions for establishing a security protection zone are not met, the security protection zone cannot be established, and only the route can be successfully established.

[0027] Optionally, the SPKS protection zone associated with the turnout is: the SPKS protection zone that includes the section where the turnout is located.

[0028] Optionally, the SPKS protection zone associated with the route and the SPKS protection zone associated with the security protection zone of this route are different SPKS protection zones.

[0029] Optionally, the route includes at least one segment, and the same segment is associated with at least one SPKS protection zone;

[0030] The SPKS protection zone associated with a route is: the SPKS protection zone that includes some or all sections of the route.

[0031] Optionally, the security protection zone of the route includes at least one segment, and the same segment is associated with at least one SPKS protection zone;

[0032] The SPKS protection zone associated with the security protection zone of a route is: the SPKS protection zone that includes part or all of the sections of the security protection zone of the route.

[0033] Optional, also includes:

[0034] When the route is successfully established, the interlocking system checks whether it has received information from the ATC system that the route start signal is in CBTC mode;

[0035] If the interlocking system receives information from the ATC system that the route start signal is in CBTC mode, the interlocking system performs an open condition check on the route start signal in CBTC mode.

[0036] If the interlocking system does not receive information from the ATC system that the route start signal is in CBTC mode, the interlocking system performs an open condition check on the route start signal in the interlocking mode.

[0037] Optional, also includes:

[0038] In CBTC mode, the interlocking system determines whether the opening conditions of the route start signal are met in CBTC mode;

[0039] When the opening conditions of the route start signal are met in CBTC mode, the interlocking system opens the route start signal and sends the opening status of the route start signal, the status of the SPKS protection zone associated with the route, the establishment status of the safety protection zone of the route, and the status of the SPKS protection zone associated with the safety protection zone to the ATC system.

[0040] The ATC system controls train operation based on the received information.

[0041] Optionally, if the interlocking system determines that the opening conditions of the route start signal in CBTC mode are not met, the interlocking system will not open the route start signal.

[0042] Optionally, the opening conditions for the route start signal in CBTC mode do not include: whether the SPKS protection zone associated with the route is active, whether the route's security protection zone has been established, and whether the SPKS protection zone associated with the route's security protection zone is active.

[0043] Optionally, the interlocking system performs an open condition check on the route start signal in interlocking mode, including:

[0044] The interlocking system checks whether the SPKS protection zone associated with the route is inactive;

[0045] If all SPKS protection zones associated with the route are inactive, the interlocking system checks whether the security protection zone for this route has been established.

[0046] If a safety protection zone has been established, the interlocking system checks whether the SPKS protection zone associated with the safety protection zone of the route is inactive.

[0047] If the SPKS protection zone associated with the safety protection zone is inactive, the interlocking system checks whether other conditions for signal opening at the starting signal of the route are met in the interlocking mode;

[0048] If other conditions for signal opening at the beginning of the route signal are met in the interlocking mode, the interlocking system opens the beginning of the route signal.

[0049] Optionally, if the SPKS protection zone associated with the route is active, the interlocking system will not open the route start signal;

[0050] If the safety protection zone for the route is not established, the interlocking system will not open the signal at the beginning of the route;

[0051] If the SPKS protection zone associated with the safety protection zone of the route is active, the interlocking system will not open the signal at the beginning of the route;

[0052] If other conditions for opening the signal at the beginning of the route are not met in the interlocking mode, the interlocking system will not open the signal at the beginning of the route.

[0053] Optionally, in the interlocking mode, after a route is successfully established and the route start signal is opened, if the interlocking system detects that the SPKS protection area associated with the route is activated or the SPKS protection area associated with the route's safety protection area is activated, the interlocking system will immediately close the route start signal.

[0054] Optionally, the SPKS protection zone is activated by the interlocking system based on the startup information of the SPKS system.

[0055] Optionally, after the interlocking system detects that the SPKS system has been started, the interlocking system delays for a preset period of time before driving the SPKS indicator light of the SPKS system to light up.

[0056] Optionally, when the SPKS protection zone is activated, the interlocking system sends this information to the ATC system. After receiving the corresponding information, the ATC system cancels the movement authorization of trains located within the activated SPKS protection zone in real time and applies emergency braking to stop the trains. For trains located outside the activated SPKS protection zone, the movement authorization is shortened to outside the boundary of the SPKS protection zone to prevent trains from entering the activated SPKS protection zone.

[0057] Optionally, an SPKS interlocking protection system is provided for implementing the aforementioned SPKS interlocking protection method, wherein the SPKS interlocking protection system comprises:

[0058] An interlocking system used for interlocking control in rail transit, wherein the interlocking system can monitor and control the status of turnouts;

[0059] The SPKS system is installed in the station and is connected to the interlocking system. When the SPKS system is started, its corresponding SPKS protection zone can be activated. When the SPKS protection zone is activated, the route related to this SPKS protection zone cannot be processed, the related switches cannot operate automatically, and the related signals cannot be opened.

[0060] The interlocking system can use the state of the SPKS protected area for train route management, signal opening, and turnout operation control logic based on its own logical operations.

[0061] Optional, also includes:

[0062] The ATC system is connected to the interlocking system, which is used for automatic control of train operation; the interlocking system is also used to send the activation status information of the SPKS protection zone to the ATC system in real time so that the ATC system can control the train operation.

[0063] A signal, which is connected to the interlocking system, which controls the signal opening of the signal.

[0064] Optionally, when the interlocking system processes a route, it sets the SPKS protection area associated with the route and the SPKS protection area associated with the safety protection area of ​​the route to different SPKS protection areas.

[0065] Optionally, several SPKS systems are installed on the track line. The SPKS protection area corresponding to all SPKS systems covers all sections of the track line, and any two adjacent SPKS protection areas do not completely overlap or do not overlap.

[0066] Optionally, the SPKS system includes:

[0067] Switch structure;

[0068] A transmission control component is connected to the switch structure, and the transmission control component is used for information transmission between the switch structure and the interlocking system;

[0069] The interlocking system monitors the status of the switch structure through the transmission control component. When it detects that the switch structure is activated, it activates the SPKS protection area corresponding to this SPKS system. When the interlocking system detects that the switch structure is closed, it controls the SPKS protection area corresponding to this SPKS system to deactivate.

[0070] Optionally, the SPKS system further includes:

[0071] The SPKS indicator light is connected to the transmission control component, and the SPKS indicator light can receive the lighting command from the interlocking system through the transmission control component.

[0072] A bypass component, connected to the transmission control component, is used to shut down the SPKS system in the event of a switch structure failure.

[0073] Optionally, an electronic device includes a memory and a processor, wherein the memory stores a computer program, and when the computer program is executed by the processor, it implements the steps of the aforementioned SPKS interlocking protection method.

[0074] Optionally, a readable storage medium stores a computer program that, when executed by a processor, implements the steps of the aforementioned SPKS interlocking protection method.

[0075] Compared with the prior art, the present invention has the following advantages:

[0076] In this invention, an SPKS interlocking protection method, system, electronic device, and readable storage medium fully consider the turnout status and the associated SPKS protection zone status during route establishment, and fully apply them to the interlocking control logic. This method can fundamentally prevent the risks to trackside workers caused by prematurely triggering route establishment operations and resulting in invalid turnout actions, thus improving safety. Furthermore, because this method can avoid invalid turnout actions, reduce equipment usage frequency, lower the probability of turnout switching device failure, improve the availability of the trackside turnout system, reduce equipment maintenance costs, and improve economic efficiency.

[0077] Furthermore, in the SPKS interlocking protection method of the present invention, the status of the SPKS protection area associated with the route is first determined. If it is in an active state, there is no need for subsequent actions such as turning the turnout, which can avoid invalid actions in the route establishment process.

[0078] Furthermore, in the SPKS interlocking protection method of the present invention, when establishing the safety protection zone of the route, the status of the turnout in the safety protection zone and the status of the SPKS protection zone associated with the turnout are fully considered, which can avoid the risks caused by turning the turnout and make the safety higher. Attached Figure Description

[0079] To more clearly illustrate the technical solution of the present invention, the accompanying drawings used in the description will be briefly introduced below. Obviously, the accompanying drawings described below are one embodiment of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort:

[0080] Figure 1 is a schematic diagram of a method for establishing a path and its safety protection area in conjunction with the status of the SPKS protection area in an interlocking protection method of the present invention.

[0081] Figure 2 is a schematic diagram of the method of interlocking system combined with SPKS protection zone status open route start signal in an interlocking protection method of the present invention;

[0082] Figure 3 is a schematic diagram of the interface relationship between the interlocking system and the SPKS system in an SPKS interlocking protection method of the present invention.

[0083] Figure 4 is a schematic diagram of the division of SPKS protection area according to the present invention;

[0084] Figure 5 is a schematic diagram of the division of SPKS protection area according to the present invention;

[0085] Figure 6 is a schematic diagram of another SPKS protection area division according to the present invention. Detailed Implementation

[0086] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0087] It should be noted that, in this document, the terms "comprising," "including," "having," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Unless otherwise specified, an element defined by the phrase "comprising..." or "including..." does not exclude the presence of additional elements in the process, method, article, or terminal device that includes said element.

[0088] It should be noted that the accompanying drawings are all in a very simplified form and use non-precise ratios, and are only used to facilitate and clearly illustrate the purpose of the embodiments of the present invention.

[0089] As mentioned above, existing rail transit systems only control parking in the corresponding protected areas based on the status of the SPKS (Special Protection System), without applying it to the interlocking control logic of the rail transit system, especially in areas such as route processing. Therefore, this invention provides an interlocking protection system for SPKS that combines the SPKS system and the interlocking system, improving the control logic for fully automated operation to balance operational efficiency and safety.

[0090] Specifically, the SPKS interlocking protection system of the present invention includes an interlocking system and an SPKS system. The interlocking system is used for interlocking control in rail transit, and can monitor and control the status of turnouts. The SPKS system is installed in the station and is connected to the interlocking system. When the SPKS system is activated, its corresponding SPKS protection area can be activated. When the SPKS protection area is activated, routes related to this SPKS protection area cannot be processed, related turnouts cannot operate automatically, and related signals cannot be opened. The interlocking system can use the activation status of the SPKS protection area in the control logic of train route processing, signal opening, and turnout operation based on its own logical operations to achieve efficient management of the work safety zone (see Figures 1 to 3).

[0091] Furthermore, the SPKS interlocking protection system also includes an ATC system, which is communicatively connected to the interlocking system and is used for automatic control of train operation. In practical applications, the interlocking system and the ATC system exchange information in real time. The interlocking system can send the activation status information of the SPKS protection zone to the ATC system in real time, so that the ATC system can control train operation. Specifically, when the SPKS protection zone is activated, the interlocking system sends this information to the ATC system; after receiving the corresponding information, the ATC system cancels the movement authorization of trains located within the activated SPKS protection zone in real time and applies emergency braking to stop the trains. For trains located outside the activated SPKS protection zone, the movement authorization is shortened to outside the boundary of the SPKS protection zone to prevent trains from entering the activated SPKS protection zone.

[0092] The specific process for establishing a route and its safety protection zone in the interlocking system of the present invention is shown in Figure 1.

[0093] First, the interlocking system will receive a route establishment command based on the needs of train operation.

[0094] As shown in Figure 1, after receiving a route establishment command, the interlocking system first determines whether all SPKS protection areas associated with the route are inactive. If so, the interlocking system proceeds with the route establishment process; otherwise, it does not.

[0095] The aforementioned route refers to a section of track along which a train travels, specifically the track sections from the starting signal to the ending signal and between these two signals. The starting and ending signals of a route are two adjacent signals located on opposite sides of a track section, facing the same direction. As shown in Figure 4, route K1-K2 has starting signal K1 and ending signal K2, and the route sections include T1 and T2.

[0096] The term "section" refers to dividing the train track into several segments, including two types: turnout-free sections and turnout sections. As shown in Figure 4, section T1 is a turnout section, including turnout P1; T2 is a turnout-free section.

[0097] The association of a route with an SPKS protection area means that at least one segment of the route overlaps with a segment of the SPKS protection area. As shown in Figure 4, route K1-K2 is associated with SPKS02_01, SPKS02_03, and SPKS03_01.

[0098] As shown in Figure 1, if the interlocking system determines that all SPKS protection zones associated with the route are inactive, it will continue to determine whether there are turnouts within the route range. If the route range includes turnouts, the interlocking system also needs to determine whether the turnout is in the position specified by the route. If the turnout is not in the position specified by the route, the interlocking system will output a turnout control command to move the turnout to the position specified by the route.

[0099] As shown in Figure 4, for route K1-K2, the interlocking system will check whether turnout P1 is in the straight position before establishing the route; if P1 is not in the straight position, the interlocking system will output a turnout control command to move P1 to the straight position.

[0100] The aforementioned turnout refers to a track connection device that allows a train to switch from one track to another. Turnout sections are equipped with turnout switching devices. The interlocking system, connected to the turnout switching device, obtains the turnout position in real time; the turnout position includes three states: straight, lateral, and deviated. The deviated state refers to the turnout being neither in a straight nor a lateral position. The interlocking system, connected to the turnout switching device, outputs control commands to the device to regulate the turnout position. These control commands include both straight-actuation and lateral-actuation commands.

[0101] As shown in Figure 1, after the interlocking system determines that there are no turnouts in the route, or that the turnouts are in the specified positions, it will check whether other conditions for route establishment are met. If yes, the interlocking system will execute the route establishment operation. If no, the interlocking system will not execute the route establishment operation, nor will it execute the subsequent establishment of the safety protection zone for that route.

[0102] Once a route is successfully established using the interlocking system, the system will prevent the establishment of routes or safety protection zones that pose a risk of head-on or lateral conflict with that route, in order to ensure the safety of trains about to enter that route.

[0103] After the interlocking system establishes a route, it will further determine whether the conditions for establishing the safety protection zone of the route are met.

[0104] The route safety protection zone is established to prevent trains from being unable to stop in front of the route's terminal signal for some reason, and serves as a pre-defined safety protection area behind the route. Once the route safety protection zone is established, the interlocking system will prevent the establishment of any other routes or safety protection zones that pose a risk of head-on or lateral conflict with this zone. Simultaneously, if a route safety protection zone has been established, the ATC system can allow trains to enter the route area at a higher speed and approach the route's terminal signal.

[0105] In this scheme, "ahead" and "behind" refer to the relative positions of adjacent signals or sections according to the train's direction of travel. "Ahead" refers to the position or range reached first according to the train's direction of travel; "behind" refers to the position or range of the turnout following the train's direction of travel. As shown in Figure 4, the section ahead of signal K2 is T2, and the section behind it is T3; in route K1-K2, the section ahead of T2 is T1, and the section behind T1 is T2.

[0106] As shown in Figure 1, when the interlocking system establishes a safety protection zone for a route, it first determines whether there is a turnout within that zone. If there is, the interlocking system determines whether the turnout is in the specified position; if not, the interlocking system determines whether the SPKS associated with the turnout is inactive; if yes, the interlocking system moves the turnout to the specified position; if no, the interlocking system will not move the turnout and will not establish a safety protection zone for the route.

[0107] If there are no switches in the safety protection zone, or if the switches are in the specified positions, the interlocking system will further check whether other conditions for establishing the safety protection zone are met. If they are met, the interlocking system will establish the safety protection zone.

[0108] As shown in Figure 4, the safety protection zone of route K1-K2 can be set to section T3 behind the route. If the safety protection zone specifies that turnout P3 is in the straight position, but turnout P3 is not actually in the straight position (P3 is in the lateral position or the derailment position), after the interlocking system successfully establishes route K1-K2, it determines that the SPKS protection zones SPKS02_01 and SPKS01_03 associated with section T3 where turnout P3 is located are both inactive, and then moves turnout P3 to the straight position. If SPKS02_01 or SPKS01_03 is active, the interlocking system will not move turnout P3, and will not establish the safety protection zone of route K1-K2. If P3 is in the straight position, the interlocking system will further check whether other conditions of the safety protection zone are met; if so, the safety protection zone will be established.

[0109] In particular, during the establishment of the route safety protection zone, when the turnout is in the specified position, the interlocking system will not be affected by whether the SPKS protection zone associated with the turnout section is active or not.

[0110] As shown in Figure 4, if route K1-K2 has been established and the safety protection zone of the route specifies that turnout P3 is in the straight position and the interlocking system detects that turnout P3 is in the straight position, then regardless of whether SPKS02_01 or SPKS01_03 is active, it will not affect the inspection conditions for the interlocking system to establish the safety protection zone after the route.

[0111] Under interlocking system protection, when processing a route, the route must be established first, and trains are only permitted to enter the route after the starting signal of the route is open. Based on the above, the interlocking system of this invention, when processing a route, combines the status of the switches in the route with the status of the SPKS protection area associated with the route to determine whether to establish the route. Compared to simply activating the emergency stop area through the SPKS system, this invention applies the status information of the SPKS protection area associated with the route to the interlocking control logic, which can fundamentally avoid the risks of establishing a route too early, resulting in higher safety. In practical applications, the interlocking protection system based on the SPKS of this invention will not establish a route in advance, which can prevent trains outside the route area from entering the route area prematurely when the SPKS protection area associated with the route is deactivated, thus helping to ensure the safety of train operation.

[0112] Furthermore, the interlocking system of this invention sets up a safety protection zone for the route when processing the route to ensure the safety of the train within the route. In this invention, when establishing a route, the interlocking system only monitors and judges the SPKS protection zone associated with the route, in addition to checking the conventional route establishment conditions. It does not need to consider the status of the SPKS protection zone associated with the route's safety protection zone, thus ensuring both safety protection and train operation efficiency.

[0113] As shown in Figure 2, after route K1-K2 is established, the interlocking system will further determine whether the opening conditions of the route start signal K1 are met.

[0114] The opening condition of the route's starting signal is a necessary condition for a train to enter the route area under the protection of the signal system. As shown in Figure 4, the opening of signal K1 is a necessary condition for a train to be in front of signal K1 and to be traveling in the upward direction.

[0115] Furthermore, in this invention, the route start signal can have different signal opening conditions in CBTC mode and interlocking mode. In interlocking mode, the interlocking system fully considers the SPKS protection zone status of the route and safety protection area, as well as the conventional opening conditions of the route start signal, to ensure the safety of interlocking control. In CBTC mode, when the interlocking system determines whether to open the route start signal, it does not need to consider the SPKS protection zone status associated with the route and safety protection area; it only needs to consider the conventional opening conditions of the route start signal. After the route start signal is opened, the ATC system fully considers information such as the SPKS protection zone status associated with the route and safety protection area, as well as the status of the route start signal, to perform train operation control, thereby improving the safety of train operation control.

[0116] The signal mode information is sent to the interlocking system by the ATC system based on its own calculation results. The interlocking system determines that the signal is in CBTC mode when it receives valid signal mode information; otherwise, it determines that the signal is in interlocking mode if it does not receive signal mode information or receives invalid signal mode information.

[0117] Furthermore, before and after the start signal of the interlocking route is opened, the interlocking system must check in real time whether the SPKS protection areas associated with all sections within the route and all sections of the safety protection area are inactive. As shown in Figure 4, the K1-K2 route has been established and the K1 signal is in interlocking mode: before opening the K1 signal, the interlocking system needs to check that the SPKS protection areas SPKS03_01, SPKS02_03, SPKS02_01, and SPKS01_03 are all inactive; after the K1 signal is opened, if any of SPKS03_01, SPKS02_03, SPKS02_01, and SPKS01_03 are active, the interlocking system will close the K1 signal.

[0118] Before and after the start signal of the route in CBTC mode is opened, the interlocking system does not check whether the SPKS protection areas associated with all sections inside the route or all sections of the safety protection area are inactive.

[0119] Based on the above, in practical applications, when the SPKS protection zone is activated, the interlocking system can perform the following safety protections: (1) Train routes related to the SPKS protection zone cannot be processed; (2) Turnouts in the SPKS protection zone cannot be moved due to the processing of routes and safety protection zones, but can be moved by individual operation; (3) According to the signal mode information, the starting signal of the route related to the SPKS protection zone cannot open the permission signal, and the starting signal of the route that has already opened the route must close the permission signal; (4) The interlocking system sends the SPKS protection zone activation status information, signal opening status information, and safety protection zone establishment status information associated with the route and safety protection zone to the ATC system for the ATC system to further control train operation and provide safety protection.

[0120] The information exchange and control process between the signaling system (mainly the interlocking system), the SPKS system, and trackside workers is shown in Figure 3.

[0121] First, trackside workers enter the required track section and press the relevant SPKS system switch. As shown in Figure 4, if trackside workers need to enter the track section between station 1 and station 2 in the up direction, they can press switch SK01_03 or SK02_01. Specifically, depending on the different SPKS protection zone division schemes, the specific sections corresponding to these two switches may differ. The SPKS protection zone division schemes will be explained later.

[0122] When the interlocking system detects that the SPKS switch is in the open state, it will immediately set the corresponding SPKS protection area to the active state and use it in the logic operation of a series of interlocking systems shown in Figures 1 and 2, and send this state to the ATC system.

[0123] When the interlocking system detects that the SPKS system switch is in the open position, it will also start a timer before the SPKS indicator light control command is output. After the timer delay ends, the interlocking system will output a control command to the SPKS system to illuminate the SPKS indicator light. Trackside workers can then enter the corresponding track area to work based on the illuminated SPKS indicator light.

[0124] The timer is set to ensure that, during the period from when the SPKS switch is pressed to when the SPKS indicator light illuminates, the train ATC system can control trains approaching the SPKS protection zone to stop outside the SPKS protection zone, and apply emergency braking to trains already within the SPKS protection zone to bring them to a stop. The timer value is calculated by the signaling system based on factors such as track conditions, vehicle braking performance, and train speed.

[0125] After the trackside workers finish their work and leave the track area, they should turn off the corresponding SPKS switch.

[0126] When the interlocking system detects that the SPKS system in the open state has switched to the closed state, it immediately sets the corresponding SPKS protection area to the inactive state, sends this information to the ATC system, and stops driving the corresponding SPKS indicator light lighting control command.

[0127] Optionally, to prevent the impact of SPKS system component failures on normal train operations, an SPKS bypass switch can be installed. If staff determine that the open state of the SPKS switch indicates a fault, they can press the corresponding bypass switch. In practical applications, if the interlocking system detects the SPKS switch as pressed due to a mechanical failure when the staff has not pressed the switch, or if the staff leaves the SPKS protection zone and attempts to reset the switch but finds it cannot be reset, pressing the bypass switch can deactivate the SPKS protection zone.

[0128] The safety of personnel entering the SPKS protected area is ensured through the combined protection of operational management procedures and the SPKS interlocking protection system.

[0129] In practical applications, various trackside devices, such as turnouts, signals, and SPKS systems, are installed on the track lines, i.e., in fully automated operation areas. Switch machines are installed at the turnouts, and the interlocking system monitors and controls the status of the turnouts through these switch machines to better perform interlocking control. The signals are connected to the interlocking system, which controls the signal opening. The interlocking system can collect status information from various trackside devices or issue commands to perform interlocking control based on the collected information and other factors in its own operational logic. Simultaneously, the interlocking system can also send the collected information to other subsystems of the signaling system (such as the ATC system) that have corresponding needs.

[0130] Furthermore, multiple SPKS systems can be installed on the track line, each corresponding to a specific SPKS protection zone. The superimposed SPKS protection zones of all SPKS systems can cover all sections of the track line, with no complete overlap or non-overlap between any two adjacent SPKS protection zones. In practical applications, a station can have 2 or 4 SPKS systems depending on whether it has adjacent stations on the left and right or a rear area, forming corresponding SPKS protection zones. For example, as shown in Figure 4, if station 1 has no adjacent station or rear area on its left but has station 2 on its right, then it will have 2 SPKS systems installed; if station 2 has one adjacent station on each side, then it will have 4 SPKS systems installed.

[0131] SPKS protection zone division related information:

[0132] The urban rail transit mainline adopts a double-track, right-hand driving system. As shown in Figure 4, the normal direction of train operation on the upper track is defined as right to left, and the normal direction of train operation on the lower track is defined as left to right. The track is divided into several zones (using virtual or physical dividing points). A route contains one or more sections, and a safety protection zone contains one or more sections. The signal at the entrance of each route is the route start signal, and the signal at the exit of each route is the terminal signal. The section between the route start signal and the terminal signal is the section within that route, and the terminal signal of the previous route is the route start signal of the next route.

[0133] In practical applications, the usual practice is to designate a section of track that is flush with the boundaries on both sides of the platform as the platform section, as shown in Figures 4-6. Station 2 is designated as the up-going platform section T2 and the down-going platform section T7.

[0134] Furthermore, in practical applications, the common practice 2 is to place exit signals at the exit boundary of the platform section in the normal operating direction. As shown in Figures 4-6, station 1 is equipped with an up-line exit signal K4 and a down-line exit signal K5, station 2 is equipped with an up-line exit signal K2 and a down-line exit signal K8, and station 3 is equipped with an up-line exit signal K0 and a down-line exit signal K10.

[0135] Furthermore, in practical applications, the common practice is to set up a train receiving route with the aforementioned departure signal as the terminal signal in the regular operating direction of each station, as shown in Figures 4-6. Station 2 sets up receiving routes K1-K2 and K7-K8.

[0136] Furthermore, in practical application, common practice 4 is that in the event of a malfunction or other emergency during rail transit line operation, if the train is carrying passengers, efforts should be made to organize operations to transport passengers to the platform area for boarding and alighting. As shown in Figure 4, if the train is carrying passengers and operating in the upstream section between station 3 and station 2, and station 1 to station 2 is not ready to continue operating, but station 2 is ready to receive the train, the rail transit operator should make every effort to organize operations to transport passengers to platform T2 of station 2 for boarding and alighting, to avoid passengers being stranded with the train in the section between station K3 and K2 for an extended period of time.

[0137] In this invention, when the interlocking system processes a route, the SPKS protection area associated with the route and the SPKS protection area associated with the safety protection area of ​​the route are set to different SPKS protection areas, that is, the SPKS protection area associated with the route and the SPKS protection area associated with the safety protection area of ​​the route are different SPKS protection areas.

[0138] In practical applications, the division of SPKS protection zones needs to consider both safety protection and operational efficiency. Mainline stations are generally divided into four protection zones centered on the station platform: the train receiving zone for northbound trains, the train departure zone for northbound trains, the train receiving zone for southbound trains, and the train departure zone for southbound trains. As shown in Figures 4 to 6, the principles for setting up SPKS protection zones include the following three types.

[0139] As shown in Figure 4, in one embodiment, the SPKS receiving direction protection range is the path from the outer section of the platform of the previous station to the platform section of this station (i.e., excluding the platform section of the previous station but including the platform section of this station); the SPKS departing direction protection range is the path from the platform section of this station to the platform of the next station (i.e., including the platform section of this station but excluding the platform section of the next station). The SPKS receiving direction protection range is the SPKS protection area associated with the route, and the SPKS departing direction protection range is the SPKS protection area associated with the safety protection area of ​​this route. In this embodiment, there is overlap between the SPKS protection area associated with the route and the SPKS protection area associated with the safety protection area; the overlapping area is the platform section of this station. The advantages of this embodiment are: the setup is simple, easy for trackside workers to remember, and clear on the protection range corresponding to the SPKS system switches they activate. The disadvantage of this embodiment is that if the SPKS (Special Track Safety Control) for the departure direction is activated but the SPKS for the receiving direction is not activated, under the protection of the signal system including interlocking and ATC (Automatic Train Control) systems, the route and its safety protection zone for the receiving direction cannot be established, and the train will not be able to enter the platform, affecting the efficiency of train operation. If the protection of the signal system is removed and train operation relies solely on manual command and driving, the safety of train operation will be greatly reduced. Under this partitioning scheme, since the safety protection zones of adjacent SPKS overlap on the platform track, it will affect the efficiency of receiving trains at the platform to some extent.

[0140] As shown in Figure 5, in one embodiment, the SPKS receiving direction protection range is the path from the outer edge of the safety protection area of ​​the previous station's platform to the platform section of this station (i.e., excluding the platform section and safety protection area of ​​the previous station, but including the platform section of this station); the SPKS departure direction protection range is the path from the section outside the platform of this station to the section before the safety protection area of ​​the platform of the next station (i.e., excluding the platform section of this station, and excluding the platform section and platform of the next station). Compared to the previous embodiment, in this embodiment, the SPKS departure direction protection range is reduced, excluding the safety protection area outside the boundary of the platform of this station and the platform in the departure direction, which can further reduce the impact of the SPKS system on receiving operations with adjacent stations in the departure direction. The reduced SPKS receiving direction protection range, excluding the safety protection area of ​​the departure direction at the boundary of the previous platform, means that the activation of this SPKS protection area will not affect the receiving operations of the previous platform.

[0141] For example, when it is necessary to activate the SPKS protection between station 2 and station 1 in the upbound direction, SPKS01_03 or SPKS02_01 can be activated. Furthermore, if the planned work area does not include T3, SPKS01_03 can be activated only at station 1. Since this SPKS protection area does not include platform section T2 and safety protection area section T3, it will not affect the train reception operation between station 3 and station 2. Furthermore, if the planned work area includes T3, SPKS02_01 can be activated at station 2. Since this SPKS protection area does not include the reverse safety protection area outside the platform section of station 1, the activation of this SPKS will not affect the reverse train reception operation from station 1.

[0142] The advantage of using this SPKS protection zone division method is that the SPKS protection range does not include the safety protection zones on both sides of the adjacent station platform section. Therefore, activating the SPKS at this station does not affect the forward or reverse train reception operations at the adjacent station platform section. The disadvantage is that staff need to additionally memorize the scope of the SPKS protection zone, i.e., excluding the safety protection zone at the boundary of the adjacent station platform, and easily identifiable SPKS protection zone boundary markers need to be installed on the bottom of the tracks or side walls. Furthermore, if it is necessary to close all sections between two stations, the SPKS system needs to be set up and activated at both stations, requiring the on-duty personnel to operate it twice.

[0143] Furthermore, as shown in Figure 6, in another embodiment, the SPKS protection area associated with the route, i.e., the SPKS receiving direction protection range, is the path between the outer section of the platform of the previous station and the platform section of this station (i.e., excluding the platform section of the previous station and including the platform section of this station); the SPKS protection area associated with the safety protection area of ​​this route, i.e., the SPKS departure direction protection range, is the path between the outer section of the platform of this station and the platform of the next station (i.e., excluding the platform section of this station and excluding the platform section of the next station). In this method, the protection range of the SPKS departure direction does not include the platform section of this station. When the SPKS system in the departure direction of this station is in the protected position and the SPKS system in the receiving direction is not in the protected position, it will not affect the setting of the receiving route of this station platform. Moreover, if the starting signal of the receiving route is in CBTC mode, the train can enter the platform area under the joint protection of the ATC system and the interlocking system. That is, it can reduce the impact of the SPKS system in the departure direction on the receiving operation of this station to a certain extent.

[0144] On the other hand, compared to the schemes in Figures 4 and 5, the SPKS protection zone in Figure 6 has a clearer division and a simpler setup method, which is beneficial for the training and operation management of on-duty personnel and personnel entering the track area. If it is necessary to close the section between two adjacent stations, the SPKS system of either station can be set up; if it is necessary to close the section of the station's platform, the SPKS protection zone in the receiving direction of the station can be activated. Therefore, in this scheme, all sections between adjacent platforms are divided into the same SPKS area, and both platforms are equipped with SPKS systems to protect the entire section. Activating either SPKS system of the two platforms can achieve the safety protection of the SPKS protection zone between the two platforms. This method of dividing the SPKS protection zone helps to improve the convenience of setup for on-duty personnel.

[0145] In practical applications, the same section within a route is associated with at least one SPKS protection area; similarly, the same section within a safety protection area is associated with at least one SPKS protection area. In this invention, the SPKS protection area associated with a route is: an SPKS protection area encompassing some or all sections of the route; similarly, the SPKS protection area associated with the safety protection area of ​​a route is: an SPKS protection area encompassing some or all sections of the safety protection area of ​​the route. The SPKS protection area associated with a turnout is: an SPKS protection area encompassing the section where the turnout is located.

[0146] Optionally, the SPKS protection zone corresponding to the SPKS system is activated by the interlocking system based on the SPKS system's startup information. The SPKS system may include a switch structure and a transmission control component connected to the switch structure. The transmission control component is used for information transmission between the switch structure and the interlocking system. During operation, the interlocking system monitors the status of the switch structure in real time through the transmission control component. When it detects that the switch structure is started, it activates the SPKS protection zone corresponding to this SPKS system; when it detects that the switch structure is closed, it controls the SPKS protection zone corresponding to this SPKS system to deactivate.

[0147] It is understood that the present invention does not limit the form of the switch structure, as long as it can achieve the corresponding function. For example, the switch structure can be an activation button (which can be installed in the station duty room). When the activation button is pressed, the switch structure is activated, i.e., the SPKS system is activated, thereby activating the corresponding SPKS protected area through the interlocking system, allowing personnel to enter and work in that area. When the activation button returns to its original position from the pressed state, the SPKS system is deactivated. The interlocking system detects the reset of the activation button and cancels the activation state of the SPKS protected area. In another embodiment, the switch structure can also be a key switch. Before entering the SPKS protected area, personnel must first move the key switch from the "normal" position to the "protected" position to activate the SPKS system. After completing their work in the SPKS protected area and exiting the area, personnel move the key switch from the "protected" position to the "normal" position to deactivate the corresponding SPKS protected area.

[0148] Furthermore, the SPKS system also includes SPKS indicator lights, which are connected to the transmission control component. The SPKS indicator lights can receive illumination commands from the interlocking system through the transmission control component. The SPKS indicator lights have two states: lit and off. When lit, it indicates that the SPKS protected area has been formed, and workers can enter the SPKS protected area, i.e., the track area, to perform operations. When the SPKS indicator lights are off, workers cannot enter the track area to perform operations. Optionally, the SPKS indicator lights can be placed at both ends of the SPKS protected area (usually at both ends of the station) to remind workers of the boundary location of the SPKS protected area.

[0149] Based on the above, as shown in Figure 3, in one embodiment, when a worker presses the activation button of the SPKS system, the interlocking system detects that the activation button has been pressed and activates the SPKS protection zone in real time. Related routes cannot be processed, related switches cannot operate automatically, and related signals cannot be opened. When the interlocking system detects that the activation button has been pressed, it initiates an SPKS control delay. After a preset time delay, it then drives the SPKS indicator light to illuminate. That is, while the interlocking system detects that the SPKS system has been activated, it starts a delay countdown. After the delay countdown ends, it drives the illumination command. On the other hand, while the interlocking system detects that the SPKS protection zone has been activated, it sends relevant information to the ground ATC system to control trains inside and outside the SPKS protection zone. After receiving the relevant information, the ATC system cancels the movement authorization of trains within the SPKS protection zone in real time. If a train is moving, it applies an emergency braking command to the train. At the same time, the ATC system cancels the movement authorization of trains outside the SPKS protection zone from entering the SPKS protection zone. For example, the ATC system immediately applies emergency braking to FAO trains and CBTC (Continuous Communication) level trains that have entered the SPKS protection zone. The preset time delay between the activation of the SPKS protection zone and the illumination of the SPKS indicator light provides sufficient leeway for the ATC system to control trains inside and outside the SPKS protection zone, ensuring that the SPKS protection zone remains safe.

[0150] As shown in Figure 3, after the preset time period ends, the SPKS indicator light illuminates, and workers can enter the track area to perform operations. At this time, the signaling system, such as the ATC system, has ensured the safety of the track area. There are no moving trains within the SPKS protection zone, and no trains will enter the SPKS protection zone under the instruction of the signaling system. After the workers finish their work and leave the SPKS protection zone, they cancel the pressed activation button. When the interlocking system detects that the SPKS system has been shut down (e.g., the activation button has been reset), it cancels the SPKS indicator light illumination command and sends this information to the ATC system. At this time, the relevant train route processing, safety protection zone processing, and route start signal opening are not affected by the SPKS protection zone.

[0151] Furthermore, the SPKS system also includes a bypass component connected to the transmission control component, allowing the interlocking system to monitor the bypass component via the transmission control component. The bypass component is used to open or close the SPKS system in the event of a switch structure failure. The bypass component has a bypass state and a non-bypass state. When in the non-bypass state, the bypass component will not close the SPKS system; when in the bypass state, the bypass component closes the SPKS system. In practical applications, the interlocking system can activate the corresponding SPKS protection zone based on the open state of the switch structure and the non-bypass state of the bypass component. The interlocking system can also deactivate the corresponding SPKS protection zone based on the closed state of the switch structure and the bypass state of the bypass component.

[0152] Related to route establishment:

[0153] Based on the above, this invention proposes an interlocking protection method for SPKS, as shown in Figure 1. The method includes: S1, the interlocking system receives a route establishment command; S2, the interlocking system determines whether the SPKS protection area associated with the route is inactive; S3, when the SPKS protection area associated with the route is inactive, the interlocking system determines whether there is a turnout within the route range; if there is no turnout within the route range, proceed to S4; S4, the interlocking system checks whether other conditions for route establishment are met; S5, when other conditions for route establishment are met, the interlocking system establishes the route.

[0154] As described above, this invention fully considers the state of the switches and the associated SPKS protection zones when establishing a route in the interlocking system. Compared to simply activating the emergency stop zone through the SPKS system, this invention applies the state information of the associated SPKS protection zones to the interlocking control logic, fundamentally avoiding the risks of establishing a route too early, thus ensuring higher safety. Furthermore, when establishing a route in the interlocking system, this invention first determines the state of the associated SPKS protection zones. If the associated SPKS protection zones are active, no action will be taken regardless of whether the switches in the route are in the specified positions. In contrast, existing technologies do not consider the state of the associated SPKS protection zones when establishing a route; control is only performed based on the state of the SPKS protection zones during track control after successful route establishment. For example, in one embodiment, the route includes multiple switches. If the SPKS protection area associated with some switch sections is active, while the SPKS protection area associated with the remaining switch sections is inactive, based on existing technology, when establishing the route, if a switch whose associated SPKS protection area is inactive is not in the designated position, the interlocking system will automatically move it to the designated position. However, in this application, since at least some of the SPKS protection areas associated with the route are active, the switch will not be moved. Therefore, compared to the prior art which only uses the SPKS system to suppress various actions in the corresponding SPKS protection areas, this invention can prevent switches in the route from performing invalid actions.

[0155] On the other hand, when establishing a route, this invention sets a preset area behind it as a safety protection zone to ensure the safety of trains within the route. Simultaneously, the SPKS protection zone associated with the route and the SPKS protection zone associated with the route's safety protection zone are different SPKS protection zones (preferably, they do not overlap). Based on the above, when establishing a route, this invention only monitors the SPKS protection zone associated with the route, without needing to consider the status of the SPKS protection zone associated with the route's safety protection zone, i.e., the status of the SPKS protection zone associated with the departure direction. This allows for better control of the impact of activated SPKS protection zones associated with the safety protection zone on the normal operating area, avoiding situations where the activation of SPKS protection zones associated with the safety protection zone prevents route processing or the opening of permission signals, thus avoiding train delays in tunnel sections. Therefore, this method ensures both safety protection and train operation efficiency. For example, if only the SPKS protection zone corresponding to the platform's departure direction is activated when other conditions are met, it will not affect the train receiving operations at that station.

[0156] Furthermore, if the interlocking system in S2 determines that there is a turnout within the route range, the interlocking system needs to determine whether the turnout within the route range is in the specified position. When the turnout within the route range is in the specified position, it proceeds to S4, that is, continues to perform operations such as checking whether other conditions for route establishment are met by the interlocking system. Based on the above, it can be seen that when establishing a route, this invention not only fully considers the state of the SPKS protection area associated with the route, but also fully considers the state of the turnouts in the route, so as to improve the safety of route establishment.

[0157] Furthermore, when a turnout within the route is not in the designated position, the interlocking system moves the turnout to the designated position, entering S4, where the interlocking system continues to check whether other conditions for route establishment are met. Based on the above method, this invention automatically moves the turnouts within the route while ensuring that the SPKS protection zone associated with the entire route is inactive, thus avoiding invalid turnout actions.

[0158] Based on the above, if only the turnouts and signals within the SPKS protection zone are activated for suppression control, without applying the status information of the SPKS protection zone to the route establishment logic, the existing technology only checks the routine conditions for route establishment (routine conditions do not include the status of the associated SPKS protection zone) when establishing a route. When all routine conditions are met, the route is established normally, and then the relevant suppression control is performed in track operation control based on the status of the SPKS protection zone. In this application, however, the status of the SPKS protection zone associated with the route is fully considered and applied to the route establishment logic. This not only suppresses the operation of turnouts and other equipment through the SPKS system but also avoids the risks of premature route establishment.

[0159] Furthermore, in S2, when judging the status of the SPKS protection zone associated with the route, if the SPKS protection zone associated with the route is active, the interlocking system will not perform the route establishment operation, and both the route and its safety protection zone will fail to be established, thus ending the process. Based on the above method, the safety of train operation can be guaranteed.

[0160] Furthermore, during the S4 check of other conditions for establishing a route (the standard conditions for establishing a route), if these conditions are not met, the interlocking system will not execute the route establishment operation, and both the route and its safety protection zone will fail to be established, thus ending the process. Based on this method, the safety of train operation can be guaranteed.

[0161] Related to the establishment of security protection zones:

[0162] To further ensure train safety along the route, prevent trains from overshooting due to operational errors or equipment malfunctions, and improve the safety and efficiency of train operation, this invention can set up a safety protection zone for the route while establishing the route.

[0163] Specifically, as shown in Figure 1, the SPKS interlocking protection method of the present invention further includes: S6, when the route is successfully established, the interlocking system determines whether there is a turnout within a preset range behind the route; if there is no turnout within the preset range behind the route, proceed to S7; S7, the interlocking system checks whether the conditions for establishing a safety protection area are met; S8, when the conditions for establishing a safety protection area are met, the interlocking system sets this preset range as the safety protection area for this route; S9, the route and its safety protection area are successfully established. Based on the above, a safety protection area for the route can be established to improve the safety of the train during the route operation.

[0164] Furthermore, if there is a turnout within a preset range behind the route, the interlocking system determines whether the turnout within the preset range is in the specified position. When the turnout within the preset range is in the specified position, it proceeds to S7, that is, continues to perform operations such as checking whether the normal conditions for establishing a safety protection zone are met. Based on the above, it can be seen that the present invention fully considers the state of the turnouts in the safety protection zone when setting the safety protection zone of the route, so as to improve the safety of the safety protection zone established during route processing.

[0165] Furthermore, if a turnout within the preset range is not in the designated position, the interlocking system determines whether the SPKS protection zone associated with the turnout within the preset range is inactive. If the SPKS protection zone associated with this turnout is inactive, the interlocking system moves the turnout to the designated position and proceeds to S7, i.e., continues to check whether the normal conditions for establishing a safety protection zone are met. Based on the above, it can be seen that this invention, when setting the safety protection zone for a route, fully considers the state of the SPKS protection zone associated with the turnout within the safety protection zone, thereby improving the safety of route processing.

[0166] Furthermore, when the interlocking system determines the status of the SPKS protection zone associated with the turnout in the safety protection zone, if the associated SPKS protection zone is active, the interlocking system will not perform the turnout switching operation, the safety protection zone cannot be established, and only the route is successfully established. Based on the above, it can be seen that when the SPKS protection zone associated with the turnout in the safety protection zone is activated, the turnout in that zone will not be switched due to the interlocking system establishing a route. This method can prevent workers entering the track area from being injured by turnout movement.

[0167] Furthermore, in S7, when checking whether the routine conditions for establishing a safety protection zone are met, if other conditions for establishing a safety protection zone are not met, the safety protection zone cannot be established, and only the route is successfully established. If only the route is successfully established, the signal opening conditions of the route's starting signal can be checked. If the signal opening conditions of the route's starting signal are met, it will not affect the train routes within that route area, meaning that the corresponding stations on that route can continue to receive trains.

[0168] Related to signal opening at the start of the route:

[0169] As shown in Figure 2, the SPKS interlocking protection method of the present invention can also control the signal opening of the route start signal. In practical applications, the interlocking system can have both interlocking mode and CBTC mode. In interlocking mode, the ATC system has a lower level of involvement in train operation control within the track area, relying mainly on the interlocking system for train operation control; in CBTC mode, the ATC system can participate more in train operation control within the track area. Correspondingly, the route start signal has two modes (CBTC level and interlocking level mode). In practical applications, the ATC system can determine which mode the route start signal is in and send this information to the interlocking system.

[0170] Based on the above, as shown in Figure 2, the SPKS interlocking protection method further includes: when the route is successfully established, the interlocking system checks whether it has received information from the ATC system that the route start signal is in CBTC mode; if the interlocking system receives information from the ATC system that the route start signal is in CBTC mode, the interlocking system performs an open condition check of the route start signal in CBTC mode; if the interlocking system does not receive information from the ATC system that the route start signal is in CBTC mode, the interlocking system performs an open condition check of the route start signal in interlocking mode.

[0171] In interlocking mode and CBTC mode, the route start signal can have different signal opening conditions. Specifically, in CBTC mode, the opening conditions of the route start signal do not include: whether the SPKS protection zone associated with the route is active, whether the route's safety protection zone is established, and whether the SPKS protection zone associated with the route's safety protection zone is active.

[0172] Based on the above, the SPKS interlocking protection method further includes: in CBTC mode, the interlocking system determines whether the opening conditions of the route starting signal in CBTC mode are met; when the opening conditions of the route starting signal in CBTC mode are met, the interlocking system opens the route starting signal and sends the opening status of the route starting signal, the status of the SPKS protection area associated with the route, the establishment status of the safety protection area of ​​the route, and the status of the SPKS protection area associated with the safety protection area to the ATC system; the ATC system controls train operation based on the received information.

[0173] Based on the above method, when checking the signal opening conditions of the route start signal in CBTC mode, this invention does not need to consider the status of the SPKS protection zone associated with the route and various related information of the safety protection zone; it only needs to check the normal opening conditions of the route start signal. After the route start signal is opened, the ATC system fully considers information such as the status of the SPKS protection zone associated with the route and the safety protection zone, as well as the status of the route start signal, to control train operation, thereby improving the safety of train operation control and ensuring the autonomy of the ATC system in train operation control. Therefore, in CBTC mode, when only the SPKS protection zone associated with the safety protection zone in the platform departure direction is activated, it will not affect the processing of train routes and the start signal opening permission signal, that is, it will not affect the train receiving operation at that station. When one end of the platform needs to activate the corresponding SPKS protection zone due to staff entering the track area for maintenance, it will not affect the train receiving operation from another station to this station.

[0174] Furthermore, if the interlocking system determines that the opening conditions of the route start signal in CBTC mode are not met, the interlocking system will not open the route start signal.

[0175] Based on the above approach, under CBTC mode, regardless of whether the safety protection zone of the route is established or the status of the SPKS protection zone associated with the safety protection zone, the opening of the permission signal at the beginning of the route will not be affected. That is, under CBTC mode, only when the safety protection zone and the SPKS protection zone overlap will the route processing and the opening of the permission signal at the beginning of the route not be affected. If the conditions are met, the corresponding station of the route can continue to receive trains, which helps to improve train operation efficiency.

[0176] As shown in Figure 2, the interlocking system's check of the opening conditions of the route's starting signal in interlocking mode includes: the interlocking system checks whether the SPKS protection zone associated with the route is inactive; if all SPKS protection zones associated with the route are inactive, the interlocking system checks whether the safety protection zone for this route has been established; if the safety protection zone has been established, the interlocking system checks whether the SPKS protection zone associated with the route's safety protection zone is inactive; if the SPKS protection zone associated with the safety protection zone is inactive, the interlocking system checks whether other conditions for signal opening of the route's starting signal in interlocking mode are met; if other conditions for signal opening of the route's starting signal in interlocking mode are met, the interlocking system opens the route's starting signal. Based on the above method, when performing the signal opening condition check of the route's starting signal in interlocking mode, this invention fully considers the status of the route's SPKS protection zones, the safety protection zone, and the conventional opening conditions of the route's starting signal to ensure the safety of interlocking control, thereby ensuring the safety of train operation.

[0177] Furthermore, if the SPKS protection zone associated with the route is active, the interlocking system will not open the route's starting signal. Similarly, if the route's safety protection zone is not established, the interlocking system will not open the route's starting signal. Likewise, if the SPKS protection zone associated with the route's safety protection zone is active, the interlocking system will not open the route's starting signal. Similarly, if other conditions for opening the route's starting signal in interlocking mode are not met, the interlocking system will not open the route's starting signal. Based on the above methods, the safety of interlocking control can be guaranteed, thereby ensuring the safety of train operation.

[0178] Based on the above, when a route is successfully established and the route start signal is opened under interlocking mode, if the interlocking system detects that the SPKS protection area associated with the route is activated or the SPKS protection area associated with the route's safety protection area is activated, the interlocking system will immediately close the route start signal to prevent subsequent trains from continuing to enter the route area.

[0179] Based on the same inventive concept, the present invention provides an electronic device, the electronic device comprising: a memory and a processor, wherein the memory stores a computer program, and when the computer program is executed by the processor, it implements the steps of the aforementioned SPKS interlocking protection method.

[0180] Based on the same inventive concept, the present invention provides a readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the aforementioned SPKS interlocking protection method.

[0181] In summary, the SPKS interlocking protection method, system, electronic device, and readable storage medium of the present invention fully consider the turnout status in the route and the SPKS protection area status associated with the route when establishing the route, and fully apply them to the interlocking control logic, which can fundamentally avoid the risks caused by establishing the route too early and thus improve safety.

[0182] Furthermore, when establishing a route, the present invention only monitors the SPKS protection area associated with the route, without having to consider the status of the SPKS protection area associated with the safety protection area of ​​the route. This ensures the efficiency of train operation while taking into account safety protection.

[0183] Furthermore, in the SPKS interlocking protection system of the present invention, the interlocking system can apply the status information of the SPKS protection area to the control logic such as train route management, train operation safety protection area generation, route start signal opening and turnout operation based on its own logical operations, so as to improve the safety of interlocking control and also help to ensure the efficiency of train operation.

[0184] 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 interlocking protection of SPKS, characterized in that, Include: S1. The interlocking system receives a route establishment command; S2. The interlocking system determines whether the SPKS protection zone associated with the route is inactive. S3. When the SPKS protection zone associated with the route is inactive, the interlocking system determines whether there is a turnout within the route range; if there is no turnout within the route range, proceed to S4. S4. The interlocking system checks whether other conditions for establishing the route are met. S5. When other conditions for route establishment are met, the interlocking system establishes the route.

2. The SPKS interlocking protection method as described in claim 1, characterized in that, If there are turnouts within the route area, the interlocking system determines whether the turnouts within the route area are in the specified positions; When the turnouts within the route range are in the specified positions, proceed to S4.

3. The SPKS interlocking protection method as described in claim 2, characterized in that, When the turnout in the route is not in the specified position, the interlocking system moves the turnout to the specified position in the route and enters S4.

4. The SPKS interlocking protection method as described in claim 1, characterized in that, If the SPKS protection zone associated with the route is active, the interlocking system will not perform the route establishment operation, and the route and its security protection zone will both fail to be established, thus ending the process.

5. The SPKS interlocking protection method as described in claim 1, characterized in that, If other conditions for route establishment are not met, the interlocking system will not perform the route establishment operation, and the route and its safety protection zone will both fail to be established, thus ending the process.

6. The SPKS interlocking protection method as described in claim 1, characterized in that, Also includes: S6. When the route is successfully established, the interlocking system determines whether there is a turnout within the preset range behind the route. If there is no turnout within the preset range behind the route, proceed to S7. S7. Check whether the conditions for establishing a safety protection zone are met in the interlocking system. S8. When the conditions for establishing a safety protection zone are met, the interlocking system sets this preset range as the safety protection zone for this route. S9, the route and its safety protection zone have been successfully established.

7. The SPKS interlocking protection method as described in claim 6, characterized in that, If there is a turnout within a preset range behind the route, the interlocking system determines whether the turnout within the preset range is in the specified position; when the turnout within the preset range is in the specified position, it enters S7.

8. The SPKS interlocking protection method as described in claim 7, characterized in that, If the turnout within the preset range is not in the specified position, the interlocking system determines whether the SPKS protection area associated with the turnout within the preset range is inactive; if the SPKS protection area associated with this turnout is inactive, the interlocking system moves the turnout to the specified position and enters S7. If the SPKS protection zone associated with this turnout is active, the interlocking system will not perform the turnout operation, the safety protection zone cannot be established, and only the route will be successfully established.

9. The SPKS interlocking protection method as described in claim 6, characterized in that, If other conditions for establishing a security protection zone are not met, the security protection zone cannot be established; only the route can be successfully established.

10. The SPKS interlocking protection method as described in claim 8, characterized in that, The SPKS protection zone associated with the turnout is the SPKS protection zone that includes the section where the turnout is located.

11. The SPKS interlocking protection method as described in claim 1, characterized in that, The SPKS protection zone associated with the route is a different SPKS protection zone from the security protection zone associated with this route.

12. The SPKS interlocking protection method as described in claim 1, characterized in that, The route contains at least one segment, and the same segment is associated with at least one SPKS protected area; The SPKS protection zone associated with a route is: the SPKS protection zone that includes some or all sections of the route.

13. The SPKS interlocking protection method as described in claim 6, characterized in that, The security protection zone of the route includes at least one segment, and the same segment is associated with at least one SPKS protection zone; The SPKS protection zone associated with the security protection zone of a route is: the SPKS protection zone that includes part or all of the sections of the security protection zone of the route.

14. The SPKS interlocking protection method as described in claim 1, characterized in that, Also includes: When the route is successfully established, the interlocking system checks whether it has received information from the ATC system that the route start signal is in CBTC mode; If the interlocking system receives information from the ATC system that the route start signal is in CBTC mode, the interlocking system performs an open condition check on the route start signal in CBTC mode. If the interlocking system does not receive information from the ATC system that the route start signal is in CBTC mode, the interlocking system performs an open condition check on the route start signal in the interlocking mode.

15. The SPKS interlocking protection method as described in claim 14, characterized in that, Also includes: In CBTC mode, the interlocking system determines whether the opening conditions of the route start signal are met in CBTC mode; When the opening conditions of the route start signal are met in CBTC mode, the interlocking system opens the route start signal and sends the opening status of the route start signal, the status of the SPKS protection zone associated with the route, the establishment status of the safety protection zone of the route, and the status of the SPKS protection zone associated with the safety protection zone to the ATC system. The ATC system controls train operation based on the received information.

16. The SPKS interlocking protection method as described in claim 15, characterized in that, If the interlocking system determines that the opening conditions of the route start signal in CBTC mode are not met, the interlocking system will not open the route start signal.

17. The interlocking protection method for SPKS as described in claim 14 or 15, characterized in that, The opening conditions for the route start signal in CBTC mode do not include: whether the SPKS protection zone associated with the route is active, whether the route's security protection zone has been established, and whether the SPKS protection zone associated with the route's security protection zone is active.

18. The SPKS interlocking protection method as described in claim 14, characterized in that, The interlocking system performs an open condition check on the route start signal in interlocking mode, which includes: The interlocking system checks whether the SPKS protection zone associated with the route is inactive; If all SPKS protection zones associated with the route are inactive, the interlocking system checks whether the security protection zone for this route has been established. If a safety protection zone has been established, the interlocking system checks whether the SPKS protection zone associated with the safety protection zone of the route is inactive. If the SPKS protection zone associated with the safety protection zone is inactive, the interlocking system checks whether other conditions for signal opening at the starting signal of the route are met in the interlocking mode; If other conditions for signal opening at the beginning of the route signal are met in the interlocking mode, the interlocking system opens the beginning of the route signal.

19. The SPKS interlocking protection method as described in claim 18, characterized in that, If the SPKS protection zone associated with the route is active, the interlocking system will not open the route start signal; If the safety protection zone for the route is not established, the interlocking system will not open the signal at the beginning of the route; If the SPKS protection zone associated with the safety protection zone of the route is active, the interlocking system will not open the signal at the beginning of the route; If other conditions for opening the signal at the beginning of the route are not met in the interlocking mode, the interlocking system will not open the signal at the beginning of the route.

20. The SPKS interlocking protection method as described in claim 14, characterized in that, In interlocking mode, after a route is successfully established and the starting signal of the route is opened, if the interlocking system detects that the SPKS protection area associated with the route is activated or the SPKS protection area associated with the route's safety protection area is activated, the interlocking system will immediately close the starting signal of the route.

21. The SPKS interlocking protection method as described in claim 1, characterized in that, The SPKS protection zone is activated by the interlocking system based on the startup information of the SPKS system.

22. The SPKS interlocking protection method as described in claim 21, characterized in that, After the interlocking system detects that the SPKS system has been started, it delays for a preset period of time before driving the SPKS indicator light of the SPKS system to light up.

23. The SPKS interlocking protection method as described in claim 1, characterized in that, When the SPKS protection zone is activated, the interlocking system sends this information to the ATC system. Upon receiving the information, the ATC system cancels the movement authorization of trains located within the activated SPKS protection zone in real time and applies emergency braking to stop the trains. For trains located outside the activated SPKS protection zone, the movement authorization is shortened to the outside of the SPKS protection zone boundary to prevent trains from entering the activated SPKS protection zone.

24. An interlocking protection system for SPKS, characterized in that, It is used to implement the interlocking protection method of SPKS as described in any one of claims 1 to 23, wherein the interlocking protection system of SPKS comprises: An interlocking system used for interlocking control in rail transit, wherein the interlocking system can monitor and control the status of turnouts; The SPKS system is installed in the station and is connected to the interlocking system. When the SPKS system is started, its corresponding SPKS protection zone can be activated. When the SPKS protection zone is activated, the route related to this SPKS protection zone cannot be processed, the related switches cannot operate automatically, and the related signals cannot be opened. The interlocking system can use the state of the SPKS protected area for train route management, signal opening, and turnout operation control logic based on its own logical operations.

25. The SPKS interlocking protection system as described in claim 24, characterized in that, Also includes: The ATC system is connected to the interlocking system, which is used for automatic control of train operation; the interlocking system is also used to send the activation status information of the SPKS protection zone to the ATC system in real time so that the ATC system can control the train operation. A signal, which is connected to the interlocking system, which controls the signal opening of the signal.

26. The SPKS interlocking protection system as described in claim 24, characterized in that, When the interlocking system processes a route, it sets the SPKS protection area associated with the route and the SPKS protection area associated with the safety protection area of ​​the route to different SPKS protection areas.

27. The SPKS interlocking protection system as described in claim 24, characterized in that, Several SPKS systems are installed on the track line. The SPKS protection area corresponding to all SPKS systems covers all sections of the track line. Any two adjacent SPKS protection areas do not completely overlap or do not overlap.

28. The SPKS interlocking protection system as described in claim 24, characterized in that, The SPKS system includes: Switch structure; A transmission control component is connected to the switch structure, and the transmission control component is used for information transmission between the switch structure and the interlocking system; The interlocking system monitors the status of the switch structure through the transmission control component. When it detects that the switch structure is activated, it activates the SPKS protection area corresponding to this SPKS system. When the interlocking system detects that the switch structure is closed, it controls the SPKS protection area corresponding to this SPKS system to deactivate.

29. The SPKS interlocking protection system as described in claim 28, characterized in that, The SPKS system also includes: The SPKS indicator light is connected to the transmission control component, and the SPKS indicator light can receive the lighting command from the interlocking system through the transmission control component. A bypass component, connected to the transmission control component, is used to shut down the SPKS system in the event of a switch structure failure.

30. An electronic device, characterized in that, The electronic device includes: a memory and a processor, wherein the memory stores a computer program, and when the computer program is executed by the processor, it implements the steps of the SPKS interlocking protection method as described in any one of claims 1 to 23.

31. A readable storage medium, characterized in that, The readable storage medium stores a computer program that, when executed by a processor, implements the steps of the SPKS interlocking protection method as described in any one of claims 1 to 23.

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