CN116061998A

CN116061998A - Protection section processing method and device

Info

Publication number: CN116061998A
Application number: CN202310354549.XA
Authority: CN
Inventors: 王硕; 陈志强; 王佳; 吴培栋; 张友兵; 黄睿; 张家兴; 田换换; 何凤香
Original assignee: CRSC Research and Design Institute Group Co Ltd
Current assignee: CRSC Research and Design Institute Group Co Ltd
Priority date: 2023-04-06
Filing date: 2023-04-06
Publication date: 2023-05-05
Anticipated expiration: 2043-04-06
Also published as: CN116061998B

Abstract

The invention discloses a protection zone processing method and device. The method comprises the following steps: if a train stopping event exists, locking the current protection section through a computer interlocking CBI; transmitting the taxi access information and the protection zone information to a train control center TCC and/or a radio block center RBC of the current train control system through CBI; wherein, the system type of the current train control system comprises at least one of CTCS-2+ATO and CTCS-3+ATO; transmitting current driving permission information to current vehicle-mounted equipment through TCC and/or RBC, and controlling the current inbound train to execute parking operation by the current vehicle-mounted equipment; and performing unlocking operation on the current protection zone according to the train state information through the CBI. By operating the technical scheme provided by the embodiment of the invention, the problems that the distance between the parking spot and the tail end of the station is sufficiently long, the scale of the station is enlarged and the construction cost is increased can be solved, and the safety and the efficiency of train running are ensured while the construction cost of the station is reduced.

Description

Protection section processing method and device

Technical Field

The present invention relates to the field of rail traffic technology, and in particular, to a method and apparatus for processing a protection zone.

Background

The train control system of the high-speed railway with the automatic driving (Automatic Train Operation, ATO) function, which is abbreviated as a high-speed railway ATO train control system, generally comprises a CTCS-3+ATO train control system (abbreviated as a C3+ATO train control system) and a CTCS-2+ATO train control system (abbreviated as a C2+ATO train control system).

In order to ensure that the train stops stably and accurately on the station track, the station track adopting the C3+ATO train control system and the C2+ATO train control system needs to meet the corresponding safety protection distance, so that the stopping point needs to be long enough from the tail end of the station track, which leads to large scale of the station and high construction cost.

Disclosure of Invention

The invention provides a method and a device for processing a protection zone, which are used for reducing the construction cost of a station and ensuring the safety and the efficiency of train driving.

According to an aspect of the present invention, there is provided a protection zone processing method, the method comprising:

if a train stopping event exists, locking a current protection section associated with the train stopping event through a computer interlocking CBI;

transmitting the taxi access information and the protection zone information of the current protection zone to a train control center TCC and/or a radio block center RBC of a current train control system through the CBI; wherein, the system type of the current train control system comprises at least one of CTCS-2+ATO and CTCS-3+ATO;

Transmitting current driving permission information to current vehicle-mounted equipment of a current inbound train according to the receiving route information and the protection zone information through the TCC and/or the RBC, and controlling the current inbound train to execute parking operation according to the current driving permission information by the current vehicle-mounted equipment; the current vehicle-mounted equipment corresponds to the current train control system;

and sending train state information corresponding to the parking operation to the CBI through the current vehicle-mounted equipment, and executing unlocking operation on the current protection section through the CBI according to the train state information.

According to another aspect of the present invention, there is provided a protection zone processing apparatus comprising:

the protection section locking module is used for locking the current protection section associated with the train stopping event through the computer interlocking CBI if the train stopping event exists;

the first information sending module is used for sending the taxi taking route information and the protection zone information of the current protection zone to a train control center TCC and/or a radio block center RBC of the current train control system through the CBI; wherein, the system type of the current train control system comprises at least one of CTCS-2+ATO and CTCS-3+ATO;

The second information sending module is used for sending current driving permission information to current vehicle-mounted equipment of a current inbound train according to the receiving route information and the protection zone information through the TCC and/or the RBC, and the current vehicle-mounted equipment controls the current inbound train to execute parking operation according to the current driving permission information; the current vehicle-mounted equipment corresponds to the current train control system;

and the first unlocking operation execution module is used for sending train state information corresponding to the parking operation to the CBI through the current vehicle-mounted equipment, and executing unlocking operation on the current protection section through the CBI according to the train state information.

According to another aspect of the present invention, there is provided an electronic apparatus including:

at least one processor; and

a memory communicatively coupled to the at least one processor; wherein, the liquid crystal display device comprises a liquid crystal display device,

the memory stores a computer program executable by the at least one processor to enable the at least one processor to perform the protection zone processing method according to any one of the embodiments of the present invention.

According to another aspect of the present invention, there is provided a computer readable storage medium storing computer instructions for causing a processor to implement the method for processing a protection zone according to any of the embodiments of the present invention when executed.

According to the technical scheme provided by the embodiment of the invention, if the train stopping event exists, the current protection section associated with the train stopping event is locked through the computer interlocking CBI, so that the current protection section is locked in time, other trains are prevented from entering the current protection section, and the safety of subsequent stopping operation is improved. The train access information and the protection zone information of the current protection zone are sent to a train control center TCC and/or a wireless block center RBC of the current train control system through CBI, so that the train access information and the protection zone information can be applied to a C2+ATO train control system and/or a C3+ATO train control system, and the compatibility of the processing mode of the protection zone is improved. Transmitting current driving permission information to current vehicle-mounted equipment of the current inbound train according to the receiving route information and the protection zone information through the TCC and/or the RBC, so that the current vehicle-mounted equipment controls the current inbound train to execute stopping operation according to the current driving permission information; the method has the advantages that the current station-entering train is stopped when the protection section exists, the speed of the current station-entering train approaching a stopping point in a stock road can be increased due to the fact that the protection section can be used, the distance between the stopping point and the end of the stock road can be shortened, and the problems that the distance between the stopping point and the end of the stock road needs to be built long enough due to the fact that the train needs to stop at the speed of 0 at the end of the stock road in the prior art, the scale of the station is enlarged, and the construction cost is increased are solved. The train state information corresponding to the stopping operation is sent to the CBI through the current vehicle-mounted equipment, the unlocking operation of the current protection section is executed through the CBI according to the train state information, the current protection section is timely unlocked according to different train states, the influence of long-time locking of the current protection section on the passing of other trains is avoided, and the passing efficiency of the trains is improved.

It should be understood that the description in this section is not intended to identify key or critical features of the embodiments of the invention or to delineate the scope of the invention. Other features of the present invention will become apparent from the description that follows.

Drawings

FIG. 1 is a flowchart of a protection zone processing method according to a first embodiment of the present invention;

FIG. 2 is a schematic view of a pickup access and protection section according to a first embodiment of the present invention;

FIG. 3 is a flowchart illustrating a method for processing a protection zone according to a second embodiment of the present invention;

FIG. 4 is a timing diagram illustrating a protection segment processing of a C2+ATO train control system according to a second embodiment of the present invention;

FIG. 5 is a second flowchart of a protection zone processing method according to a second embodiment of the present invention;

FIG. 6 is a timing diagram illustrating a protection segment processing of a C3+ATO train control system according to a second embodiment of the present invention;

fig. 7 is a schematic structural diagram of a protection section processing device according to a third embodiment of the present invention.

Detailed Description

In order that those skilled in the art will better understand the present invention, a technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.

It should be noted that the terms "first," "second," "target," and the like in the description and claims of the present invention and in the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the invention described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

Example 1

Fig. 1 is a flowchart of a protection zone processing method according to an embodiment of the present invention, where the method may be implemented by a protection zone processing device according to an embodiment of the present invention, and the device may be implemented by software and/or hardware. Referring to fig. 1, the protection zone processing method provided in this embodiment includes:

Step 110, if a train stop event exists, locking the current protection zone associated with the train stop event through the computer interlocking CBI.

The train stopping event is an event that the train enters a station and stops, and can be an event that the train of the high-speed railway ATO train control system needs to carry out train receiving and entering operation, if the event exists, the train receiving and entering operation is handled through computer interlocking (Computer Based Interlocking, CBI) and a current protection zone associated with the train stopping event is locked, wherein the high-speed railway ATO train control system comprises CBI.

The current protection zone associated with the train stop event may be determined when the inbound train handles the pickup route, e.g., the CBI may obtain the current protection zone corresponding to the pickup route according to the interlocking table when handling the pickup route.

The station track length mainly comprises the distance between the outbound signal machine and the outbound active transponder group, the distance between the transponder group and the edge of the station and the length of the station, wherein the largest variable factor is the distance between the outbound signal machine and the outbound active transponder group, and the distance needs to meet the requirement of safety protection distance. Therefore, in order to meet the requirement of the safety protection distance, the distance between the outbound signal machine and the outbound active transponder group is shortened, and the protection section can be configured into a track section behind the outbound signal machine, for example, a plurality of sections behind the tail end of the current receiving route corresponding to the stock road or into the whole departure route, so that the flexibility of configuration of the protection section is improved.

Fig. 2 is a schematic diagram of a receiving route and a protection section according to a first embodiment of the present invention, and fig. 2 shows two receiving routes, wherein a track is located between two outgoing signal devices in the receiving route, and a train can pass through the receiving route above a platform according to actual arrangement, stop in the track above the platform, and can also pass through the receiving route below the platform and stop in the track below the platform. In fig. 2, taking a pickup access path passing over a platform as an example, the in-out station signal machine, the in-out station active transponder and other devices included in the pickup access path are shown, and a white line segment in the drawing includes a pickup access path passing over the platform and a protection section corresponding to a stock track in the pickup access path, which indicates that the part is currently in a locked state. Wherein the circles represent an inbound or outbound annunciator, the filled triangles represent active transponders, and the open triangles represent passive transponders. The tail end of the current car-taking route is the start end of the protection section.

Locking a current protection zone associated with a train stop event, wherein the current protection zone can only be used by a current inbound train corresponding to the train stop event under special conditions, such as special conditions that the current inbound train is not stopped successfully in a stock track; other trains except the current inbound train cannot be used, so that collision with other trains when the current inbound train enters the current protection zone is avoided, and the running safety of the train is improved.

Step 120, transmitting the train access information and the protection zone information of the current protection zone to a train control center TCC and/or a wireless block center RBC of the current train control system through CBI; wherein the system type of the current train control system includes at least one of CTCS-2+ATO and CTCS-3+ATO.

The information on the pickup route includes, for example, the start end and the end of the current pickup route. The protection zone information of the current protection zone is information related to the current protection zone, such as the start end of the protection zone, the end of the protection zone, whether the protection zone is locked, etc., so that the protection zone information can be added into the original access information packet without adding a new data packet.

And transmitting the taxi access information and the protection zone information to a train control center TCC and/or a radio block center RBC of the current train control system through the CBI, wherein the system type of the current train control system comprises at least one of CTCS-2+ATO and CTCS-3+ATO. Illustratively, if the system type of the current train control system includes CTCS-2+ato, i.e., the current train control system is operating at CTCS-2 level, then the pickup access information and the protection zone information are transmitted to the train control center (Train Control Center, TCC); if the system type of the current train control system includes CTCS-3+ato, i.e., the current train control system operates at CTCS-3 level, the pickup access information and the protection zone information are transmitted to the radio block center (Radio Block Center, RBC). It should be noted that the c3+ ATO column control system is downward compatible with the c2+ ATO column control system, i.e., when the c3+ ATO column control system fails or other special causes, it may be downgraded to the c2+ ATO column control system.

130, sending current driving permission information to current vehicle-mounted equipment of a current inbound train according to the approaching route information and the protection zone information through TCC and/or RBC, and controlling the current inbound train to execute parking operation according to the current driving permission information by the current vehicle-mounted equipment; the current vehicle-mounted equipment corresponds to the current train control system.

And the TCC and/or the RBC generate current driving permission information according to the train receiving access information and the protection zone information, so that the current driving permission information is sent to the current vehicle-mounted equipment, wherein the current driving permission information is used for determining the driving mode of the current train in the train receiving access and/or the protection zone. The parking operation is an operation of stopping the train in the track under the normal condition, and for example, if the current driving permission information comprises the speed of the current incoming train at the tail end of the current receiving route, the current vehicle-mounted device controls the current incoming train to execute the parking operation according to the current driving permission information, and the current vehicle-mounted device can control the current incoming train to approach a parking point in the track according to the speed, so that the parking operation is executed. Where the stopping point is the point in the track where the train is stopped, usually a fixed point.

The current vehicle-mounted device corresponds to the current train control system, for example, if the system type of the current train control system includes CTCS-2+ato, the current vehicle-mounted device is C2OBE, that is, the vehicle-mounted device (OBE) operates at the CTCS-2+ato level; if the system type of the current train control system comprises CTCS-3+ATO, the current vehicle-mounted equipment is C3OBE, namely OBE operates in the CTCS-3+ATO level.

And 140, transmitting train state information corresponding to the parking operation to the CBI through the current vehicle-mounted equipment, and executing unlocking operation on the current protection zone through the CBI according to the train state information.

The train state information may include a track number of an actual stop of the train, a stable stop state of the train after a stop operation, and the like, where the stable stop state of the train may be represented by a preset value, for example, 0 represents unsteady, 1 represents unsteady, 2 represents stable stop, and the like.

The CBI may perform an unlocking operation on the current protection zone according to the train status information, so as to determine the current protection zone from all candidate protection zones according to the track number, and then perform an unlocking operation on the current protection zone, where the candidate protection zones may be all protection zones currently locked in the train station, and the unlocking operation is used to unlock the locked current protection zone, for example, when the train is stopped in a stable state, or within a preset time after the train is stopped in a stable state.

After the current protection zone is unlocked, if no other processing is performed, all trains cannot use the protection zone until the current protection zone is locked again or the current protection zone can be used again in other situations where the current protection zone is applied.

In this embodiment, optionally, performing, by the CBI, an unlocking operation on the current protection zone according to the train status information includes:

if the parking state of the current inbound train is determined to be the stable and stable train parking according to the train state information in the first preset time, unlocking operation is carried out on the current protection zone; the first preset time is the time after the current inbound train enters the station track;

if the first preset time is exceeded and the stopping state of the current inbound train cannot be determined to be the stable stopping state of the train according to the train state information, unlocking operation is carried out on the current protection zone.

Starting timing from the entering of the train into the stock track, if the stopping state of the current inbound train is determined to be the stable stopping state of the train in the first preset time according to the train state information, executing unlocking operation on the current protection section; for example, if the first preset time is 90 seconds, the CBI unlocks the current protection zone if the CBI receives train status information including that the stopped state of the current inbound train is that the train stops stably within 90 seconds of the train entering the track.

If the first preset time is exceeded, when the stopping state of the current inbound train cannot be determined to be the stable stopping state of the train according to the train state information, for example, the train state information received by the CBI comprises that the stopping state of the current inbound train is the unstable stopping state of the train or the train is not stable, or when the CBI does not receive the train state information, unlocking operation is carried out on the current protection zone.

When the train stops stably and stops, the current protection section is unlocked in time, so that the problem that the current protection section is still locked when the unlocking condition of the current protection section is met, the service efficiency of the current protection section is reduced, and the safety and timeliness of unlocking the current protection section are improved; when the first preset time is exceeded, the current protection section is unlocked in time, the problem that the efficiency of receiving and sending vehicles in a station is affected due to the fact that the current protection section is locked for a long time is avoided, and the unlocking effectiveness of the current protection section is improved.

According to the technical scheme provided by the embodiment, if a train stopping event exists, the current protection section associated with the train stopping event is locked through the computer interlocking CBI, so that the current protection section is locked in time, other trains are prevented from entering the current protection section, and the safety of subsequent stopping operation is improved. The train access information and the protection zone information of the current protection zone are sent to a train control center TCC and/or a wireless block center RBC of the current train control system through CBI, so that the train access information and the protection zone information can be applied to a C2+ATO train control system and/or a C3+ATO train control system, and the compatibility of the processing mode of the protection zone is improved.

Transmitting current driving permission information to current vehicle-mounted equipment of the current inbound train according to the receiving route information and the protection zone information through the TCC and/or the RBC, so that the current vehicle-mounted equipment controls the current inbound train to execute stopping operation according to the current driving permission information; the method has the advantages that the current station-entering train is stopped when the protection section exists, the speed of the current station-entering train approaching a stopping point in a stock road can be increased due to the fact that the protection section can be used, the distance between the stopping point and the end of the stock road can be shortened, and the problems that the distance between the stopping point and the end of the stock road needs to be built long enough due to the fact that the train needs to stop at the speed of 0 at the end of the stock road in the prior art, the scale of the station is enlarged, and the construction cost is increased are solved.

The train state information corresponding to the stopping operation is sent to the CBI through the current vehicle-mounted equipment, the unlocking operation of the current protection section is executed through the CBI according to the train state information, the current protection section is timely unlocked according to different train states, the influence of long-time locking of the current protection section on the passing of other trains is avoided, and the passing efficiency of the trains is improved.

Example two

Fig. 3 is a flowchart of a protection zone processing method according to a second embodiment of the present invention, where the present technical solution is to supplement the process of sending current driving license information to the current vehicle-mounted device of the current inbound train according to the approach information and the protection zone information through TCC and/or RBC if the system type of the current train control system includes CTCS-2+ato. Compared with the scheme, the scheme is particularly optimized, if the system type of the current train control system comprises CTCS-2+ATO, the current driving license information comprises a first track circuit low-frequency code and a second track circuit low-frequency code;

Transmitting current driving permission information to current vehicle-mounted equipment of a current inbound train according to the receiving route information and the protection zone information through the TCC and/or the RBC, wherein the method comprises the following steps of:

if the current protection section is locked, a first track circuit low-frequency code is sent through the track section of the current protection section controlled by the TCC according to the protection section information; wherein the first track circuit low frequency code includes unconditional emergency stop information;

if the current car receiving route is locked, a second track circuit low-frequency code is sent by controlling a track section of the current car receiving route through the TCC according to the car receiving route information; the second track circuit low-frequency code comprises the opening speed of the tail end of the current train receiving route. Specifically, a flowchart of the protection zone processing method is shown in fig. 3:

step 310, if a train stop event exists, locking the current protection zone associated with the train stop event through the computer interlocking CBI.

Step 320, transmitting the train access information and the protection zone information of the current protection zone to a train control center TCC and/or a radio block center RBC of the current train control system through CBI; the system type of the current train control system comprises CTCS-2+ATO.

The CTCS-2+ATO level train control system is based on a track circuit and a transponder transmission information, realizes train occupation inspection by the track circuit and provides driving permission information, provides positioning information, line data, temporary speed limit and other information by the point type transponder, generates a target distance mode curve by the C2OBE integrated track circuit, transponder information and train parameters, and monitors safe running of the train in real time.

When the system type of the front train control system comprises CTCS-2+ATO, the protection zone processing is realized mainly through C2OBE, general packet radio service (General Packet Radio Service, GPRS), temporary speed limiting server (Temporary Speed Restriction Server, TSRS), TCC, CBI, transponder and track circuit in the front train control system.

Step 330, if the current protection section is locked, according to the protection section information, a first track circuit low-frequency code is sent by controlling the track section of the current protection section through the TCC; wherein the first track circuit low frequency code includes unconditional emergency stop information.

After the current protection section is locked, the TCC controls the track section of the current protection section to send a first track circuit low-frequency code to the C2OBE according to the protection section information, wherein the track section of the current protection section is all track sections corresponding to the current protection section, for example, if the current protection section is a set formed by a plurality of sections after the tail end of the current car-receiving route, each individual section can send the first track circuit low-frequency code.

The first track circuit low frequency code may be an existing H-code that includes unconditional emergency stop information indicating that the train is required to take immediate emergency stop action. It should be noted that, only when the train is in the current protection zone, the first track circuit low frequency code may be received.

Step 340, if the current train receiving route is locked, according to the train receiving route information, the track section of the current train receiving route is controlled by the TCC to send a second track circuit low-frequency code, and the current vehicle-mounted equipment controls the current train to execute the stopping operation according to the second track circuit low-frequency code; wherein the second track circuit low frequency code includes an opening speed of the current pickup access terminal.

After the current car-receiving route is locked, the TCC controls a track section of the current car-receiving route to send a second track circuit low-frequency code to the C2OBE according to the car-receiving route information, wherein the track section of the current car-receiving route is all track sections corresponding to the current car-receiving route, for example, from the beginning end of the current car-receiving route to the tail end of the current car-receiving route; the front train receiving route is the train receiving route which actually passes when the front train enters the station, and the train is allowed to pass only when the track section corresponding to the front train receiving route is in a locking state.

The second track circuit low frequency code may be defined as a HU2 code indicating that the train is required to take a stop measure in time, the approaching outbound signal displays a disable signal, but the outbound signal has a protection section outside, and the current approach end includes an opening speed, e.g., 5km/h, which is not limited by this embodiment. The 22.4Hz low frequency reserved for ZPW2000 track circuit may be defined as HU2 code. The HU2 code corresponds to the cab signal and can display a semi-red and semi-yellow light with a 2 character, which is not limited in this embodiment.

The TCC can also control the inbound signal active transponder to send line data information from the start end of the current pickup access to the C2OBE according to the pickup access information. The outbound annunciator active transponder group sends a park message to ensure that emergency braking is applied when an advancing train fails to park at a park point and passes the group of transponders due to an abnormal condition.

The current vehicle-mounted equipment controls the current inbound train to execute parking operation according to the current driving permission information, and C2OBE can approach the tail end of the current receiving route at an opening speed according to the second track circuit low-frequency code when the current inbound train is positioned on the current receiving route, so that parking is performed in a parking spot of a stock road. If the current lead train is located in the current protection zone, the C2OBE makes an emergency stop in the current protection zone according to the first track circuit low frequency code.

In this embodiment, optionally, the current vehicle-mounted device controls the current inbound train to execute the stopping operation according to the current driving permission information, including:

the current vehicle-mounted equipment determines the tail end of the current train receiving route as a limiting driving license LOA according to the second track circuit low-frequency code, and controls the current train to execute a stopping operation according to the LOA;

correspondingly, after the current vehicle-mounted device controls the current inbound train to execute the parking operation according to the current driving permission information, the method further comprises the following steps:

if the train state information corresponding to the stopping operation is that the train stops stably within a second preset time after the current vehicle-mounted equipment receives the second track circuit low frequency code, executing a driving permission updating operation on the tail end of the current train receiving route; the driving license updating operation comprises the step of updating the LOA into a driving license end point EOA;

if the stopping state of the current inbound train is not the stable stopping state of the train beyond the second preset time, executing driving permission updating operation on the tail end of the current receiving route; wherein, the execution time of the driving license updating operation is earlier than the execution time of the unlocking operation.

The current vehicle-mounted equipment determines the tail end of the current train receiving route as a limiting driving license (Limit of Authority, LOA) according to the second track circuit low-frequency code, and controls the current train to execute stopping operation according to the LOA, and at the moment, the tail end speed limiting information is the target speed at the LOA, so that the current train can drive to a stopping point at a higher speed and stop at the stopping point.

After the parking operation is executed, if the train state information corresponding to the parking operation is that the train stops stably and stops accurately within a second preset time after the current vehicle-mounted equipment receives the second track circuit low-frequency code, namely, within the second preset time when the current inbound train enters the current train receiving route, the C2OBE applies the maximum common brake, the target speed at the LOA is set to be 0, and the running permission updating operation is executed on the tail end of the current train receiving route; wherein the drive permission update operation includes updating an end of a current pickup access determined as the LOA to a drive permission end point (End of Movement Authority, EOA), wherein the EOA is a furthest position that allows the train to arrive and the target speed at that position is 0; the second preset time may be 90 seconds, which is not limited in this embodiment.

Optionally, when the train state information corresponding to the stopping operation is that the train is stopped stably, and the C2OBE executes the running permission updating operation, if the safety protection distance is insufficient, the emergency braking operation is triggered, and the emergency braking operation is not executed at this time, so that the current automatic driving mode is prevented from being exited due to the application of the emergency braking.

If the second preset time is exceeded, the stopping state of the current inbound train is not the stable stopping state of the train, and the driving permission updating operation is executed on the tail end of the current receiving route.

After the driving license updating operation is executed, the C2OBE can send train state information to the TSRS through the GPRS network.

Optionally, when the C2OBE detects that the second track circuit low frequency code is changed to the third track circuit low frequency code, the C2OBE immediately updates the LOA to the EOA.

If the train state information corresponding to the stopping operation is that the train is stopped stably and stopped accurately in the second preset time, the running permission updating operation is executed on the tail end of the current train receiving route, so that the current train in the station cannot enter the current protection section, the problem that the tail end of the train receiving route still has non-zero speed limit if the running permission updating operation is not executed is avoided, and the current train in the station can still enter the current protection section according to the LOA in abnormal conditions is solved, and the running safety of the train is improved.

If the stopping state of the current inbound train is not the stable stopping state of the train and exceeds the second preset time, the LOA is actively updated to the EOA, and the execution time of the running permission updating operation is earlier than the execution time of the unlocking operation, so that the LOA is ensured to be changed to the EOA before the unlocking of the current protection section, the problem that the current inbound train still runs after the unlocking of the current protection section and the current protection section after the unlocking is driven in to influence the running of the current inbound train or other trains is avoided, and the running safety of the train is improved.

And 350, transmitting train state information corresponding to the parking operation to the CBI through the current vehicle-mounted equipment, and executing unlocking operation on the current protection zone through the CBI according to the train state information.

According to the embodiment of the invention, if the current inbound train is positioned in the current protection zone, the track circuit of the track zone of the current protection zone is controlled to send the first track circuit low-frequency code of the current protection zone to the current vehicle-mounted equipment through the TCC and/or the RBC according to the information of the protection zone, so that emergency braking can be immediately applied when the current inbound train enters the current protection zone due to abnormal conditions; and the track circuit of the track section of the current train receiving route is controlled by the TCC and/or the RBC to send a second track circuit low-frequency code of the current train receiving route to the current vehicle-mounted equipment, so that the current train at the station executes a stopping operation according to the terminal speed limit information of the current train receiving route, the stopping efficiency is improved, and the current train at the station timely knows the state of the current protection section. By not adding new equipment, not adding new communication channels and multiplexing the existing data packets as much as possible, the protection section processing is realized for each equipment with the minimum improvement on the basis of the existing functional logic and the existing equipment of the C2+ATO train control system, the cost of the protection section processing is reduced, and the efficiency of the protection section processing is improved.

In this embodiment, optionally, after performing the unlocking operation on the current protection section, the method further includes:

if the current inbound train is located in the current track, updating the protection section information, and controlling the track section of the current inbound route to send a third track circuit low-frequency code to the current vehicle-mounted equipment through the TCC according to the inbound route information and the updated protection section information.

When the protection section is locked or unlocked, the CBI can timely send updated state information of the current protection section to the TCC through the original access information packet, so that after the current protection section is unlocked, the TCC timely knows that the current protection section is unlocked according to the updated protection section information, namely, when the protection section information is in the original access information packet, the updated protection section information can be that the protection section information in the access information packet is deleted. At this point the TCC controls the track segment of the current pickup path to send a third track circuit low frequency code to the C2 OBE.

The third track circuit low frequency code may be an existing HU code indicating that the train is required to take a stopping measure in time, i.e. that the current inbound train is required to stop before the end of the current pick-up approach. It should be noted that, only when the train is in the current receiving route, the third track circuit low frequency code can be received.

After the unlocking operation is carried out on the current protection zone, the protection zone information is updated, and a third track circuit low-frequency code is sent to the current vehicle-mounted equipment according to the updated protection zone information, so that the current inbound train can timely and accurately know the state of the current protection zone, the current inbound train is prevented from entering the unlocked protection zone, and the driving safety of the train is improved.

In order to make the solution more clear for those skilled in the art, the embodiment of the present invention further provides a specific implementation manner.

FIG. 4 is a timing diagram illustrating a protection segment processing of a C2+ATO train control system according to a second embodiment of the present invention; as shown in fig. 4, the c2+ ATO train control system comprises interactive terminals of C2OBE, TSRS, CBI, TCC, track circuits and transponders. The protection zone process includes 8 steps:

step one, CBI handles the car-receiving route and locks the corresponding current protection zone, and after the current car-receiving route is locked, the car-receiving route information and the protection zone information are sent to TCC; when the receiving route signal is opened to the current station-entering train, the current receiving route is locked, and the receiving route is indicated to be completed; step two, the TCC controls the inbound signal machine active transponder to send line data information from the start end of the current train receiving route to the tail end of the current train receiving route to the C2OBE according to the train receiving route information and the protection section information, and controls the track section of the current protection section to send H code (not shown in the figure) to the C2OBE, and controls the train receiving route track section to send HU2 code to the C2 OBE; step three, the C2OBE takes the tail end of the current train receiving route as LOA according to the current driving permission information (HU 2 code in the figure), controls the current train entering to stop and stop on the train receiving track, then applies the maximum common brake to actively change LOA into EOA, and the C2OBE can not directly send the train state information to the CBI in actual operation, so as to send the train state information to the TSRS; step four, the TSRS adds a new data packet to forward train state information to the TCC on the basis of the original function; step five, the TCC forwards train state information to the CBI; step six, the CBI unlocks the current protection zone according to the train state information and sends the updated protection zone information to the TCC; step seven, the TCC controls the track section to send HU codes to the C2OBE according to the updated protection section information; and step eight, controlling the vehicle by the C2OBE according to the new driving license information (namely HU code).

Fig. 5 is a flowchart of a second method for processing a protection zone according to the second embodiment of the present invention, where the present technical solution is to supplement the process of sending, by TCC and/or RBC, current driving license information to a current vehicle-mounted device of a current inbound train according to the approach information and the protection zone information if the system type of the current train control system includes CTCS-3+ato. Compared with the scheme, the scheme is specifically optimized, if the system type of the current train control system comprises CTCS-3+ATO, the current driving license information is sent to the current vehicle-mounted equipment of the current train in the station according to the train receiving access information and the protection zone information through the TCC and/or the RBC, and the scheme comprises the following steps:

transmitting current driving license information to current vehicle-mounted equipment by using a CTCS-3 level driving license information packet according to the vehicle receiving route information and the protection zone information through the RBC; the current driving permission information comprises the existence state information of the current protection section, the distance from the beginning of the current vehicle receiving route to the tail end of the current vehicle receiving route, the effective time of the current protection section, the length of the current protection section and the opening speed of the current protection section. Specifically, the flowchart of the protection zone processing method is shown in fig. 5:

Step 510, if a train stop event exists, locking the current protection zone associated with the train stop event through the computer interlocking CBI.

Step 520, transmitting the train access information and the protection zone information of the current protection zone to a train control center TCC and/or a radio block center RBC of the current train control system through CBI; the system type of the current train control system comprises CTCS-3+ATO.

The CTCS-3+ATO level train control system is a train operation control system based on wireless communication, RBC generates driving permission, a Railway integrated digital mobile communication system (Global System for Mobile Communications-Railway, GSM-R) realizes ground-train control information bidirectional transmission, a track circuit realizes train occupation checking, a transponder provides positioning information, C3OBE synthesizes driving permission and train parameters to generate a target distance mode curve, safe operation of the train is monitored in real time, and the CTCS-2+ATO level train control system is adopted as a backup system.

When the system type of the current train control system comprises CTCS-3+ATO, the protection zone processing is mainly realized through C3OBE, GSM-R, RBC and CBI in the current train control system.

Step 530, according to the information of the train receiving route and the information of the protection zone, transmitting current driving permission information to the current vehicle-mounted equipment through a CTCS-3+ATO level driving permission information packet, and controlling the current train to execute parking operation according to the current driving permission information by the current vehicle-mounted equipment; the current vehicle-mounted equipment corresponds to the current train control system; the current driving license information comprises the existence state information of the current protection section, the distance from the beginning of the current vehicle receiving route to the end of the current vehicle receiving route, the effective time of the current protection section, the length of the current protection section and the opening speed of the current protection section.

RBC generates driving license containing the protection section according to the road information and the protection section information, and adds the driving license into the original CTCS-3 level driving license information packet so as to send the current driving license information to C3OBE.

The effective time of the current protection zone is the time that the current inbound train can use the current protection zone, for example, 90 seconds, which is not limited in this embodiment; the effective time starts to count from the moment when the train in the current protection zone reaches the designated position, for example, the beginning of the current train receiving route. The current driving permission information includes a distance from a start end of the current vehicle receiving route to an end of the current vehicle receiving route, where the distance is a distance from a point where the protection section timer starts to time to a driving permission end point, and the driving permission end point may be the end of the current vehicle receiving route. The length of the current protection zone is the distance from the driving permission end point to the protection zone end point. The opening speed of the current protection zone is a limit value that allows the train to approach the driving permission end at a low speed, for example, 5km/h, which is not limited in this embodiment. The presence status information of the current protected zone is the limit information indicating whether or not there is a protected zone, for example, 0 indicates unprotected zone information, 1 indicates protected zone information, and the variable is set to 1 if there is a protected zone or the opening speed has been specified. When the protection section is unlocked, the RBC timely sends driving permission information of the unprotected section to the C3OBE, namely, the value is 0.

The current vehicle-mounted device controls the current inbound train to execute parking operation according to the current driving permission information, and the current inbound train can approach to the driving permission end point according to the opening speed of the current protection zone, so that parking is performed in a parking spot of the station track.

the current vehicle-mounted equipment determines the tail end of a current train receiving route as LOA according to the current driving license information, and controls the current train to execute parking operation according to the LOA;

the current vehicle-mounted equipment determines a position for starting timing of the effective time of the current protection section according to the distance from the beginning of the current vehicle-receiving access road to the tail end of the current vehicle-receiving access road; if the train state information corresponding to the stopping operation is the stable stopping of the train within the effective time of the current protection zone, executing the driving permission updating operation on the tail end of the current train receiving route; the driving license updating operation comprises the step of updating the LOA into the EOA;

if the effective time of the current protection zone is exceeded, the stopping state of the current inbound train is not the stable stopping state of the train, and the driving permission updating operation is executed on the tail end of the current receiving route; wherein, the execution time of the driving license updating operation is earlier than the execution time of the unlocking operation.

And the current vehicle-mounted equipment determines the tail end of the current vehicle-connected route as LOA according to the current driving permission information, wherein the target speed at the LOA is the opening speed of the current protection section in the driving permission, and the opening speed approaches to the tail end of the current vehicle-connected route, so that the vehicle-mounted equipment stops in the stop point of the station track. The method ensures that the current inbound train can approach the parking spot at a higher allowable speed, and cannot stop in advance and cannot stop at the expected parking spot because the allowable speed is too low, thereby improving the accuracy of parking operation.

The current vehicle-mounted device determines a position where the effective time of the current protection section starts to be timed according to the distance from the beginning of the current vehicle-receiving route to the tail end of the current vehicle-receiving route, for example, determines the beginning of the current vehicle-receiving route as the position where the effective time of the current protection section starts to be timed, and the beginning of the current vehicle-receiving route is determined by the distance from the beginning of the current vehicle-receiving route to the tail end of the current vehicle-receiving route.

After the parking operation is executed, if the train state information corresponding to the parking operation is that the train is stopped stably within the effective time of the current protection zone, the C3OBE applies the maximum common brake, the target speed at the LOA is set to be 0, and the driving permission updating operation is executed on the tail end of the current train receiving route; wherein the driving license update operation includes updating the LOA to a driving license end EOA, wherein the EOA is a farthest position where the train is allowed to arrive, and the target speed at the position is 0.

Optionally, when the train state information corresponding to the stopping operation is that the train is stopped stably, and the C3OBE executes the running permission updating operation, if the safety protection distance is insufficient, the emergency braking operation is triggered, and the emergency braking operation is not executed at this time, so that the current automatic driving mode is prevented from being exited due to the application of the emergency braking.

If the effective time of the current protection zone is exceeded, the stopping state of the current inbound train is not the stable stopping state of the train, and then the driving permission updating operation is executed on the tail end of the current train receiving approach; wherein, the execution time of the driving license updating operation is earlier than the execution time of the unlocking operation.

After the running permission updating operation is executed, the C3OBE can send train state information to the RBC through the GSM-R network.

Optionally, when the presence status information of the current protection zone received by the C3OBE is an unprotected zone, the C3OBE immediately updates the LOA to the EOA.

If the train state information corresponding to the stopping operation is that the train stops stably within the effective time of the current protection zone, the running permission updating operation is executed on the tail end of the current train receiving route, so that the current train in the station cannot drive into the current protection zone, the problem that the tail end of the train receiving route still has non-zero speed limit if the running permission updating operation is not executed is avoided, and the current train in the station can still drive into the current protection zone according to the LOA in abnormal conditions is solved, and the running safety of the train is improved.

If the train is not stopped and stopped for a period of time exceeding the effective time of the protection section, the LOA is actively changed into the EOA, and the execution time of the driving license updating operation is earlier than the execution time of the unlocking operation, so that the LOA is changed into the EOA before the current protection section is unlocked. The problem that the current inbound train is still running after the current protection zone is unlocked and enters the unlocked current protection zone to influence the passing of the current inbound train or other trains is avoided, and therefore the running safety of the train is improved.

Step 540, the train state information corresponding to the parking operation is sent to the CBI through the current vehicle-mounted device, and the unlocking operation is performed on the current protection zone through the CBI according to the train state information.

According to the method and the device, according to the information of the access route and the information of the protection zone, the current driving permission information is sent to the current vehicle-mounted equipment through the CTCS-3 level driving permission information packet, so that the current station train executes the parking operation according to the current driving permission information, and the parking efficiency is improved; and the current station train can know the state of the current protection zone through the current driving license information in time. By not adding new equipment, not adding new communication channels and multiplexing the existing data packets as much as possible, the protection section processing is realized for each equipment with the minimum improvement on the basis of the existing functional logic and the existing equipment of the C3+ATO train control system, the cost of the protection section processing is reduced, and the efficiency of the protection section processing is improved.

FIG. 6 is a timing diagram illustrating a protection segment processing of a C3+ATO train control system according to a second embodiment of the present invention; as shown in fig. 6, the c3+ ATO train control system includes interactive terminals of C3OBE, RBC and CBI. The protection zone process includes 7 steps:

step one, CBI handles the car-receiving route and locks the corresponding current protection zone, and after the current car-receiving route is locked, the car-receiving route information and the protection zone information are sent to RBC; when the receiving route signal is opened to the current station-entering train, the current receiving route is locked, and the receiving route is indicated to be completed; secondly, RBC generates current driving license information with a protection zone according to the vehicle receiving route information and the protection zone information, and sends the current driving license information to C3OBE; step three, the C3OBE takes the tail end of the current train receiving route as LOA according to the current driving license information, controls the current train entering to stop and stop on the train receiving station track, and then applies the maximum common braking to actively change the LOA into the EOA, and the C3OBE can not directly send the train state information to the CBI in actual operation, so that the train state information is sent to the RBC; step four, RBC adds new data packet to forward train state information to CBI based on existing functional logic; step five, the CBI unlocks the current protection zone according to the train state information and sends the updated protection zone information to the RBC; step six, RBC sends the current driving license information which does not contain the protection zone information to C3OBE according to the updated protection zone information packet; and step seven, the C3OBE controls the vehicle according to the new driving license information.

In this embodiment, optionally, the method further includes:

if the current inbound train runs in the current train receiving route with the current protection section and the current protection section has an abnormal event, updating the protection section information through the CBI, and sending the updated protection section information to the TCC and/or the RBC;

if the system type of the current train control system comprises CTCS-2+ATO, after the TCC receives updated protection zone information, controlling a third track zone to send a third track circuit low-frequency code of the current stock track to the current vehicle-mounted equipment so that the current vehicle-mounted equipment updates LOA of the tail end of the current train-receiving route into EOA; the third track section is a track section of the current train receiving route;

if the system type of the current train control system comprises CTCS-3+ATO, after the RBC receives the updated protection zone information, updating the current driving license information and sending the updated current driving license information to the current vehicle-mounted equipment, so that the current vehicle-mounted equipment updates the LOA at the tail end of the current train receiving route to EOA.

If the current inbound train runs in the current receiving route with the current protection section, namely the unlocking information of the current protection section is not received, and the current inbound train runs in the current receiving route and does not run into the current protection section. And an abnormal event occurs in the current protection zone, the protection zone information is updated through the CBI, and the updated protection zone information is sent to the TCC and/or the RBC, where the abnormal event may be a device damage in the current protection zone, other trains running into the current protection zone, and the embodiment does not limit the abnormal event. Updating the protection zone information may be to update the protection zone status of the current protection zone to unprotected zone information, and when the protection zone information is in the original pickup access information packet, updating the protection zone information may be to delete the protection zone information in the pickup access information packet.

If the system type of the current train control system comprises CTCS-2+ATO, after the TCC receives updated protection zone information, controlling a third track zone to send a third track circuit low-frequency code of the current stock track to the current vehicle-mounted equipment so that the current vehicle-mounted equipment updates LOA of the tail end of the current train-receiving route into EOA; the third track section is the track section of the current train receiving route.

The third track circuit low frequency code may be an existing HU code indicating that the train is required to take a stopping measure in time, i.e. that the current inbound train is required to stop before the end of the current pick-up approach. It should be noted that, only when the train is in the receiving route, the third track circuit low frequency code can be received.

If the current inbound train runs in the current train receiving route with the current protection section, and the current protection section generates an abnormal event, updating the protection section information, and sending a third track circuit low-frequency code to the current vehicle-mounted equipment according to the updated protection section information, so that the current inbound train timely and accurately knows the state of the current protection section, the current inbound train is prevented from running into the protection section with the abnormal event, and the running safety of the train is improved.

If the system type of the current train control system comprises CTCS-3+ATO, after the RBC receives the updated protection zone information, updating the current driving license information, and updating the existing state information of the current protection zone in the current driving license information into unprotected zone information.

And sending the updated current driving permission information to the current vehicle-mounted equipment so that the current vehicle-mounted equipment updates the LOA at the tail end of the current vehicle-receiving route to EOA, namely, the C3OBE applies the maximum service brake, and the target speed at the tail end of the current vehicle-receiving route is set to 0. The current station-advancing train can not enter the current protection section when the current protection section is abnormal, the problem that the current station-advancing train can still enter the current protection section according to LOA (loss of area) when the current station-advancing train is abnormal due to the fact that the tail end of the current station-advancing train is not updated, the non-zero speed limit exists at the tail end of the station-advancing route is avoided, and therefore the running safety of the train is improved.

In this embodiment, optionally, the method further includes:

if the current inbound train runs in the current train receiving route with the current protection section and the wireless communication generates an abnormal event, when the time of the current inbound train entering the stock way exceeds a third preset time, unlocking the current protection section through CBI;

If the current inbound train runs in the current train receiving route with the current protection section and the wireless communication is abnormal, when the time of the current inbound train entering the train receiving route exceeds a fourth preset time, executing a driving license updating operation on the tail end of the current train receiving route through the current vehicle-mounted equipment; the driving license updating operation comprises the step of updating the LOA into the EOA; the running permission updating operation is executed earlier than the unlocking operation.

If the current inbound train runs in the current receiving route with the current protection section and the wireless communication generates an abnormal event, the abnormal event indicates that the train state information cannot be acquired, so that the unlocking operation of the current protection section cannot be executed according to the train state information, and when the time of the current inbound train entering the stock road exceeds a third preset time, the unlocking operation is executed on the current protection section through the CBI, so that the delayed unlocking is realized, wherein the third preset time can be the same as or different from the first preset time, and the embodiment does not limit the time. The problem that the current protection zone is locked for a long time due to the fact that the train state information cannot be acquired, and the passing of other trains is affected is avoided, and the passing efficiency of the trains is improved.

When the time of the current inbound train entering the train receiving route exceeds a fourth preset time, the current vehicle-mounted equipment applies the maximum service brake, sets the target speed at the LOA to 0, and executes driving permission updating operation on the tail end of the current train receiving route; wherein the driving license updating operation includes updating the end of the current pickup route determined as the LOA to the EOA, wherein the EOA is the farthest position where the train is allowed to arrive, and the target speed at the position is 0; the fourth preset time may be the same as the second preset time or the effective time of the current protection section, or may be different from the second preset time or the effective time of the current protection section, which is not limited in this embodiment.

When the time of the current inbound train entering the receiving route exceeds the fourth preset time, the current vehicle-mounted equipment executes a running permission updating operation on the tail end of the current receiving route and the execution time of the running permission updating operation is earlier than the execution time of the unlocking operation, so that the LOA is changed into the EOA before the current protection section is unlocked, the problem that the current inbound train still runs after the current protection section is unlocked and the current protection section after the current protection section is unlocked is driven in to influence the running of the current inbound train or other trains is solved, and the running safety of the train is improved.

In this embodiment, optionally, the sending, by the current vehicle-mounted device, train status information corresponding to the parking operation to the CBI includes:

if the system type of the current train control system comprises CTCS-2+ATO, the train state information is sequentially forwarded to CBI by the temporary speed limiting server TSRS and TCC through the current vehicle-mounted equipment;

if the system type of the current train control system comprises CTCS-3+ATO, train state information is sent to the CBI from RBC through the current vehicle-mounted equipment.

If the system type of the current train control system comprises CTCS-2+ATO, the train state information is sent to the TSRS through the C2OBE, then sent to the TCC through the TSRS, and finally sent to the CBI through the TCC.

If the system type of the current train control system comprises CTCS-3+ATO, the train state information is sent to RBC through C3OBE, and then sent to CBI by RBC.

On the premise that the current train control system is not added with new equipment and a new communication channel, the train state information is sent to the CBI from the current vehicle-mounted equipment through the path, so that the cost of sending the train state information is reduced, and the universality of sending the train state information is improved.

Example III

Fig. 7 is a schematic structural diagram of a protection section processing device according to a third embodiment of the present invention. The device can be realized by hardware and/or software, and the protection section processing method provided by any embodiment of the invention can be executed and has the corresponding functional modules and beneficial effects of the execution method. As shown in fig. 7, the apparatus includes:

A protection zone locking module 710 for locking a current protection zone associated with a train stop event by means of a computer interlock CBI if the train stop event exists;

the first information sending module 720 is configured to send, through the CBI, the pickup access information and the protection zone information of the current protection zone to a train control center TCC and/or a radio block center RBC of the current train control system; wherein, the system type of the current train control system comprises at least one of CTCS-2+ATO and CTCS-3+ATO;

a second information sending module 730, configured to send current driving permission information to a current vehicle-mounted device of a current inbound train according to the pickup route information and the protection zone information through the TCC and/or the RBC, where the current vehicle-mounted device controls the current inbound train to perform a parking operation according to the current driving permission information; the current vehicle-mounted equipment corresponds to the current train control system;

the first unlocking operation executing module 740 is configured to send, through the current vehicle-mounted device, train status information corresponding to the parking operation to the CBI, and execute, through the CBI, an unlocking operation on the current protection zone according to the train status information.

On the basis of the above technical solutions, optionally, the first unlocking operation executing module includes:

the first unlocking operation executing unit is used for executing the unlocking operation on the current protection section if the parking state of the current inbound train is determined to be the stable and stable train parking according to the train state information in a first preset time; the first preset time is the time after the current inbound train enters the stock way;

and the second unlocking operation executing unit is used for executing the unlocking operation on the current protection section if the parking state of the current inbound train cannot be determined to be the stable stopping state of the train according to the train state information after the first preset time is exceeded.

On the basis of the above technical solutions, optionally, if the system type of the current train control system includes CTCS-2+ato, the current driving license information includes a first track circuit low frequency code and a second track circuit low frequency code;

the second information sending module includes:

the first control code sending unit is used for controlling a track section of the current protection section to send a first track circuit low-frequency code according to the protection section information after the current protection section is locked; wherein the first track circuit low frequency code includes unconditional emergency stop information;

The second control code sending unit is used for controlling a track section of the current car receiving route to send a second track circuit low-frequency code according to the car receiving route information after the current car receiving route is locked through the TCC; the second track circuit low-frequency code comprises the opening speed of the tail end of the current train receiving route.

On the basis of the above technical solutions, optionally, the second information sending module includes:

the first parking operation execution unit is used for determining the tail end of the current train receiving route as a limiting driving permission LOA according to the second track circuit low-frequency code by the current vehicle-mounted equipment, and controlling the current train to execute the parking operation according to the LOA;

correspondingly, the device further comprises:

the first train permission updating module is used for executing the train permission updating operation on the tail end of the current train receiving route if the train state information corresponding to the stopping operation is the train stopping and stabilizing standard within the second preset time after the current vehicle-mounted equipment receives the second track circuit low frequency code after the second information sending module; the driving license updating operation comprises the step of updating the LOA to a driving license end point EOA;

The second driving permission updating module is used for executing the driving permission updating operation on the tail end of the current train receiving route if the parking state of the current train entering is not the stable parking state of the train exceeding the second preset time; the execution time of the driving license updating operation is earlier than the execution time of the unlocking operation.

On the basis of the above technical solutions, optionally, the apparatus further includes:

and the third control code sending unit is used for updating the protection section information if the current inbound train is positioned on the current stock track after the first unlocking operation executing module, and controlling the track section of the current inbound track to send the third track circuit low-frequency code to the current vehicle-mounted equipment through the current TCC according to the inbound track information and the updated protection section information.

On the basis of the above technical solutions, optionally, if the system type of the current train control system includes CTCS-3+ato, the second information sending module includes:

a current driving license information sending unit, configured to send, by using the RBC according to the access information and the protection zone information, the current driving license information to the current vehicle-mounted device by using a CTCS-3 level driving license information packet; the current driving permission information comprises the existence state information of the current protection section, the distance from the beginning of the current vehicle receiving route to the tail end of the current vehicle receiving route, the effective time of the current protection section, the length of the current protection section and the opening speed of the current protection section.

the second parking operation execution unit is used for determining the tail end of the current train receiving route as LOA according to the current driving license information by the current vehicle-mounted equipment and controlling the current train to execute the parking operation according to the LOA;

correspondingly, the device further comprises:

the third driving license updating module is used for determining the position of starting to time the effective time of the current protection section according to the distance from the beginning of the current vehicle-receiving route to the tail of the current vehicle-receiving route after the second information sending module; if the train state information corresponding to the stopping operation is that the train stops stably within the effective time of the current protection section, executing driving permission updating operation on the tail end of the current train receiving route; the driving license updating operation comprises the step of updating the LOA to EOA;

a fourth driving permission updating module, configured to execute, after the second information sending module, the driving permission updating operation on the end of the current approach if the parking state of the current inbound train is not the stable parking state of the train beyond the effective time of the current protection section; the execution time of the driving license updating operation is earlier than the execution time of the unlocking operation.

a third information sending module, configured to update the protection zone information through the CBI and send the updated protection zone information to the TCC and/or the RBC if the current inbound train travels in a current pickup route having the current protection zone and an abnormal event occurs in the current protection zone;

the control code sending module is used for controlling a track section of a current train receiving route to send the current third track circuit low-frequency code after the TCC receives updated protection section information if the system type of the current train control system comprises CTCS-2+ATO, so that the current vehicle-mounted equipment updates LOA at the tail end of the current train receiving route to EOA;

and a fifth running permission updating module, configured to update current running permission information and send the updated current running permission information to the current vehicle-mounted device after the RBC receives the updated protection zone information if the system type of the current train control system includes CTCS-3+ato, so that the current vehicle-mounted device updates the LOA at the tail end of the current train access path to the EOA.

the second unlocking operation execution module is used for executing unlocking operation on the current protection section through the CBI when the time of the current inbound train entering a stock track exceeds a third preset time if the current inbound train runs in a current receiving route with the current protection section and abnormal events occur in wireless communication;

a sixth driving license updating module, if the current inbound train runs in the current receiving route with the current protection section and the wireless communication has an abnormal event, executing driving license updating operation on the tail end of the current receiving route through the current vehicle-mounted equipment when the time of the current inbound train entering the receiving route exceeds a fourth preset time; the driving license updating operation comprises the step of updating LOA into EOA; the execution time of the driving license updating operation is earlier than the execution time of the unlocking operation.

the first train state information sending unit is used for forwarding the train state information to the CBI through the current vehicle-mounted equipment in sequence by a temporary speed limiting server TSRS and the TCC if the system type of the current train control system comprises CTCS-2+ATO;

And the second train state information sending unit is used for sending the train state information from the RBC to the CBI through the current vehicle-mounted equipment if the system type of the current train control system comprises CTCS-3+ATO.

It should be appreciated that various forms of the flows shown above may be used to reorder, add, or delete steps. For example, the steps described in the present invention may be performed in parallel, sequentially, or in a different order, so long as the desired results of the technical solution of the present invention are achieved, and the present invention is not limited herein.

The above embodiments do not limit the scope of the present invention. It will be apparent to those skilled in the art that various modifications, combinations, sub-combinations and alternatives are possible, depending on design requirements and other factors. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of the present invention.

Claims

1. A method of protecting a sector, comprising:

2. The method of claim 1, wherein performing, by the CBI, an unlocking operation on the current protection zone according to the train status information, comprises:

if the parking state of the current inbound train is determined to be the stable and stable train stopping state according to the train state information in the first preset time, the unlocking operation is executed on the current protection section; the first preset time is the time after the current inbound train enters the stock way;

And if the first preset time is exceeded and the stopping state of the current inbound train cannot be determined to be the stable stopping state of the train according to the train state information, executing the unlocking operation on the current protection section.

3. The method of claim 1, wherein if the system type of the current train control system includes CTCS-2+ato, the current driving license information includes a first track circuit low frequency code and a second track circuit low frequency code;

transmitting, by the TCC and/or the RBC, current driving permission information to a current vehicle-mounted device of a current inbound train according to the pickup access information and the protection zone information, including:

if the current car receiving route is locked, a second track circuit low-frequency code is sent by controlling a track section of the current car receiving route through the TCC according to the car receiving route information; the second track circuit low-frequency code comprises the opening speed of the tail end of the current train receiving route.

4. The method of claim 3, wherein the current in-vehicle device controlling the current inbound train to perform a parking operation according to the current traveling permission information, comprises:

the current vehicle-mounted equipment determines the tail end of the current train receiving route as a limiting driving license LOA according to the second track circuit low-frequency code, and controls the current train to execute the stopping operation according to the LOA;

if the train state information corresponding to the stopping operation is that the train stops stably within a second preset time after the current vehicle-mounted equipment receives the second track circuit low frequency code, executing a driving permission updating operation on the tail end of the current train receiving route; the driving license updating operation comprises the step of updating the LOA to a driving license end point EOA;

if the parking state of the current inbound train is not the stable parking state of the train exceeding the second preset time, executing the driving permission updating operation on the tail end of the current train receiving route; the execution time of the driving license updating operation is earlier than the execution time of the unlocking operation.

5. The method of claim 3, further comprising, after performing an unlocking operation on the current protected section:

if the current inbound train is located in the current train receiving route, updating the protection section information, and according to the train receiving route information and the updated protection section information, controlling the track section of the current train receiving route to send the third track circuit low-frequency code to the current vehicle-mounted equipment through the current TCC.

6. The method of claim 1, wherein if the system type of the current train control system includes CTCS-3+ato, transmitting current driving license information to a current on-board device of a current inbound train according to the pickup access information and the protection zone information through the TCC and/or the RBC, comprising:

transmitting the current driving license information to the current vehicle-mounted equipment through a CTCS-3 level driving license information packet according to the vehicle receiving access information and the protection zone information by the RBC; the current driving permission information comprises the existence state information of the current protection section, the distance from the beginning of the current vehicle receiving route to the tail end of the current vehicle receiving route, the effective time of the current protection section, the length of the current protection section and the opening speed of the current protection section.

7. The method of claim 6, wherein the current in-vehicle device controlling the current inbound train to perform a parking operation according to the current driving license information, comprises:

the current vehicle-mounted equipment determines the tail end of the current train receiving route as LOA according to the current driving license information, and controls the current train to execute the parking operation according to the LOA;

the current vehicle-mounted equipment determines a position for starting timing of the effective time of the current protection section according to the distance from the beginning of the current vehicle-receiving access to the tail end of the current vehicle-receiving access; if the train state information corresponding to the stopping operation is that the train stops stably within the effective time of the current protection section, executing driving permission updating operation on the tail end of the current train receiving route; the driving license updating operation comprises the step of updating the LOA to EOA;

if the effective time of the current protection section is exceeded, the stopping state of the current inbound train is not the stable stopping state of the train, and then the driving permission updating operation is executed on the tail end of the current train receiving access; the execution time of the driving license updating operation is earlier than the execution time of the unlocking operation.

8. The method according to any one of claims 1-7, further comprising:

if the current inbound train runs in a current train receiving route with the current protection section and the current protection section has an abnormal event, updating the protection section information through the CBI, and sending the updated protection section information to the TCC and/or the RBC;

if the system type of the current train control system comprises CTCS-2+ATO, after the TCC receives the updated protection zone information, controlling a track zone of the current train receiving route to send a third track circuit low-frequency code so that the current vehicle-mounted equipment updates LOA of the tail end of the current train receiving route into EOA;

if the system type of the current train control system comprises CTCS-3+ATO, after the RBC receives the updated protection zone information, updating current driving license information and sending the updated current driving license information to the current vehicle-mounted equipment, so that the current vehicle-mounted equipment updates the LOA at the tail end of the current train access route to the EOA.

9. The method according to any one of claims 1-7, further comprising:

If the current inbound train runs in a current receiving route with the current protection section and the wireless communication is abnormal, when the time of the current inbound train entering a stock track exceeds a third preset time, unlocking the current protection section through the CBI;

if the current inbound train runs in the current train receiving route with the current protection section and the wireless communication is abnormal, when the time of the current inbound train entering the train receiving route exceeds a fourth preset time, executing driving permission updating operation on the tail end of the current train receiving route through the current vehicle-mounted equipment; the driving license updating operation comprises the step of updating LOA into EOA; the execution time of the driving license updating operation is earlier than the execution time of the unlocking operation.

10. The method according to any one of claims 1-7, wherein transmitting train status information corresponding to the parking operation to the CBI by the current on-board device comprises:

if the system type of the current train control system comprises CTCS-2+ATO, forwarding the train state information to the CBI through the current vehicle-mounted equipment in sequence by a temporary speed limiting server TSRS and the TCC;

And if the system type of the current train control system comprises CTCS-3+ATO, transmitting the train state information to the CBI through the current vehicle-mounted equipment by the RBC.

11. A protection zone processing apparatus, comprising: