CN107472301A - A kind of SPKS based on fully automatic operation system MA methods of adjustment and device - Google Patents

Abstract

Embodiment of the invention discloses that a kind of SPKS based on fully automatic operation system MA methods of adjustment and device, in this method, zone controller receives SPKS after the first state information of protection position, determine the first physical zone of SPKS protection, and second physical zone adjacent with the first physical zone, and the position relationship between target zone according to where train and the first physical zone and the second physics arbitrary decision, judge whether to need to adjust MA, and to needing the train for adjusting MA to carry out MA adjustment.Pass through this method, when train breaks down, or when needing to repair circuit, only need the state for controlling SPKS to switch, the MA of corresponding train can be adjusted in time so that full-automatic driving train can also adjust MA in time in the case where not needing the manipulation of staff, eliminate because train can not change the state of operation, the potential safety hazard that the personnel repaired to front truck and into section bring.

Description

MA (MA adjustment) method and device for SPKS (shortest Path Key set) based on full-automatic operation system

Technical Field

The invention relates to the technical field of automatic train operation control, in particular to a method and a device for MA adjustment of SPKS (shortest Path linking setup) based on a full-automatic operation system.

Background

In a traditional CBTC system (communication-based train automatic control system) line section, a rear vehicle can track a front vehicle, and the rear vehicle and the front vehicle can operate in the same section. When the current train has a serious fault in an interval, a driver is matched with a station dispatcher to enable the train to run to the next station in a temporary speed limit or lowest speed mode and the like, so that the operations of passenger clearing, maintenance and the like are carried out. Although the rear vehicle can track the front vehicle, the MA (movement authorization) of the rear vehicle is always placed at the tail of the front vehicle, and the conventional CBTC system can ensure the safety of train operation because of manual operation and confirmation in the conventional CBTC.

However, under the full-automatic driving CBTC system, because there is no driver on the train, the number of station dispatchers is also reduced, when a serious fault occurs in a preceding train in a section, the train can only be braked urgently, the brake cannot be released, and the train cannot be driven away from the fault section, and at this time, the driver is required to get down into the section and get on to manually operate the train. If the rear vehicle still tracks the front vehicle according to the operation rule of the CBTC system, the danger is possibly caused to the involved driver, the driver is not favorable to drive the fault train back to the previous station, and meanwhile, the passengers of the rear vehicle wait for too long time in a dark interval to cause the panic of more passengers. Of course, if the rear vehicle receives the information of the fault of the front vehicle from the interlocking system on the ground at the station, the station can also buckle the rear vehicle, so that the rear vehicle cannot drive into the section of the fault train. However, if the rear vehicle has left the station, the station loses control over the rear vehicle, and the rear vehicle enters the section, so that either maintenance personnel and emergency drivers cannot enter the section, or potential safety hazards to the maintenance personnel and the emergency drivers are caused.

In the process of implementing the embodiment of the invention, the inventor finds that in the existing fully-automatic driving CBTC system, the MA of the rear vehicle is always placed in the tail of the front vehicle. When the front vehicle breaks down, the rear vehicle cannot change the running state, and potential safety hazards are brought to the front vehicle and the personnel entering the interval to maintain before the rear vehicle continues.

Disclosure of Invention

The technical problem to be solved by the invention is how to solve the problem that in a CBTC system of full-automatic driving, when a front vehicle breaks down, a rear vehicle cannot change the running state, and the continuous front action of the rear vehicle brings potential safety hazards to the front vehicle and personnel entering into a section for maintenance.

In view of the above technical problems, an embodiment of the present invention provides a method for adjusting MA of SPKS based on a fully-automatic operating system, including:

the method comprises the steps that a zone controller receives first state information of an SPKS (shortest Path linking Key) in a protection position, and obtains a train running direction corresponding to a target line of the SPKS, a line type corresponding to a line controlled by the zone controller and a target section of the target line where a train is located;

and determining a first physical section of the SPKS protection and a second physical section adjacent to the first physical section according to the train driving direction and the line type, and judging whether to adjust the MA of the train according to the position relation of the target section relative to the first physical section and the second physical section.

Optionally, the determining, according to the train traveling direction and the route type, a first physical zone of the SPKS protection and a second physical zone adjacent to the first physical zone, and according to a position relationship of the target zone with respect to the first physical zone and the second physical zone, whether to adjust MA of the train, includes:

if the line type is a positive line, judging that the SPKS is an outbound SPKS according to the train running direction, and acquiring a first platform to which the SPKS belongs and a second platform adjacent to the first platform in the train running direction;

determining that the first physical segment is a first inter-zone positive line between the first station and the second station, the second physical segment being the first station;

if the target segment is located completely in a first area before the platform start point of the first platform, adjusting the end point of the MA to the platform start point of the first platform, and sending the adjusted MA to the train;

if the target segment is located partially at the first platform and partially at the first area, or completely within the first platform, adjusting the end point of the MA to the platform end point of the first platform, and sending the adjusted MA to the train;

not adjusting the MA of the train if the target segment is located entirely or partially in a second area after the platform end of the first platform;

wherein, the train runs along the running direction of the train and sequentially passes through the first area, the platform starting point of the first platform, the platform terminal point of the first platform and the second area; the second region includes the first inter-zone positive line and the second station.

Optionally, the determining, according to the train traveling direction and the route type, a first physical zone of the SPKS protection and a second physical zone adjacent to the first physical zone, and according to a position relationship of the target zone with respect to the first physical zone and the second physical zone, whether to adjust MA of the train, includes:

if the line type is a positive line, judging that the SPKS is an inbound SPKS according to the train running direction, and acquiring a third platform to which the SPKS belongs and a fourth platform adjacent to the third platform in the direction opposite to the train running direction;

determining that the first physical segment is the third station and a second inter-zone positive line between the third station and the fourth station, the second physical segment being the fourth station;

if the target section is completely or partially located in the first physical section, sending first information of emergency braking to the train;

if the target segment is located completely in a third area before the platform start point of the fourth platform, adjusting the end point of the MA to the platform start point of the fourth platform, and sending the adjusted MA to the train;

if the target segment is located partially at the fourth platform and partially at the third area, or completely within the fourth platform, adjusting the end point of the MA to the platform end point of the fourth platform, and sending the adjusted MA to the train;

not adjusting the MA of the train if the target sector is completely located in a fourth area after the platform end of the third platform;

wherein the train runs along the train running direction and sequentially passes through the third area, the platform starting point of the fourth platform, the platform terminal point of the fourth platform, the second interval main line, the third platform and the platform terminal point of the third platform; the fourth region.

Optionally, the determining, according to the train traveling direction and the route type, a first physical zone of the SPKS protection and a second physical zone adjacent to the first physical zone, and according to a position relationship of the target zone with respect to the first physical zone and the second physical zone, whether to adjust MA of the train, includes:

if the line type is a parking lot line, acquiring the starting end position of a first physical section protected by the SPKS according to the train running direction; the second physical section is a fifth area before the starting position and a sixth area after the first physical section;

if the target section is completely located in the fifth area, adjusting the end point of the MA to the position of the start end, and sending the adjusted MA to the train;

if the target section is completely or partially located in the first physical section, sending second information of emergency braking to the train;

if the target zone is completely located in the sixth zone, not adjusting the MA of the train;

wherein the train travels in the train traveling direction and sequentially passes through the fifth area, the starting position, the first physical zone, and the sixth area.

Optionally, after determining a first physical zone of the SPKS protection and a second physical zone adjacent to the first physical zone according to the train driving direction and the route type, and determining whether to adjust MA of the train according to a position relationship of the target zone with respect to the first physical zone and the second physical zone, the method further includes:

and the zone controller receives the second state information of the SPKS in the non-protection position, sends a third message of recovering the MA before adjustment to the train with the adjusted MA, and sends a fourth message of canceling the emergency braking to the train with the information of the emergency braking.

Optionally, before the region controller receives the first state information that the SPKS is located in the guard bit, the method further includes: the interlocking system detects that the SPKS is located at a protection position, sends the first state information to the region controller, and controls an indicator lamp corresponding to the SPKS to be a first indicator signal corresponding to the SPKS being located at the protection position;

and,

before the zone controller receives the second state information that the SPKS is located in the non-guard bit, the method further comprises the following steps: and the interlocking system detects that the SPKS is positioned at a non-protection position, sends the second state information to the region controller, and controls the indicator lamp corresponding to the SPKS to be a second indicator signal corresponding to the SPKS being positioned at the non-protection position.

Optionally, the method further comprises: the interlocking system sends the first state information or the second state information to an ATS, and the ATS marks the state of the first physical section of the SPKS protection on an electronic map according to the first state information or the second state information.

In a second aspect, an embodiment of the present invention further provides an apparatus for adjusting MA based on SPKS of a fully automatic operating system, including:

the acquisition module is used for receiving first state information of the SPKS at the protection position, and acquiring the train running direction corresponding to a target line where the SPKS is located, the line type corresponding to a line controlled by the area controller and a target section where a train on the target line is located;

and the judging module is used for determining a first physical section protected by the SPKS and a second physical section adjacent to the first physical section according to the train running direction and the line type, and judging whether to adjust the MA of the train according to the position relation of the target section relative to the first physical section and the second physical section.

Optionally, the determining module is further configured to:

if the line type is a positive line, judging that the SPKS is an outbound SPKS according to the train running direction, and acquiring a first platform to which the SPKS belongs and a second platform adjacent to the first platform in the train running direction;

determining that the first physical segment is a first inter-zone positive line between the first station and the second station, the second physical segment being the first station;

if the target segment is located completely in a first area before the platform start point of the first platform, adjusting the end point of the MA to the platform start point of the first platform, and sending the adjusted MA to the train;

if the target segment is located partially at the first platform and partially at the first area, or completely within the first platform, adjusting the end point of the MA to the platform end point of the first platform, and sending the adjusted MA to the train;

not adjusting the MA of the train if the target segment is located entirely or partially in a second area after the platform end of the first platform;

wherein, the train runs along the running direction of the train and sequentially passes through the first area, the platform starting point of the first platform, the platform terminal point of the first platform and the second area; the second region includes the first inter-zone positive line and the second station.

Optionally, the determining module is further configured to: if the line type is a positive line, judging that the SPKS is an inbound SPKS according to the train running direction, and acquiring a third platform to which the SPKS belongs and a fourth platform adjacent to the third platform in the direction opposite to the train running direction;

determining that the first physical segment is the third station and a second inter-zone positive line between the third station and the fourth station, the second physical segment being the fourth station;

if the target section is completely or partially located in the first physical section, sending first information of emergency braking to the train;

if the target segment is located completely in a third area before the platform start point of the fourth platform, adjusting the end point of the MA to the platform start point of the fourth platform, and sending the adjusted MA to the train;

if the target segment is located partially at the fourth platform and partially at the third area, or completely within the fourth platform, adjusting the end point of the MA to the platform end point of the fourth platform, and sending the adjusted MA to the train;

not adjusting the MA of the train if the target sector is completely located in a fourth area after the platform end of the third platform;

wherein the train runs along the train running direction and sequentially passes through the third area, the platform starting point of the fourth platform, the platform terminal point of the fourth platform, the second interval main line, the third platform and the platform terminal point of the third platform; the fourth region.

Optionally, the determining module is further configured to:

if the line type is a parking lot line, acquiring the starting end position of a first physical section protected by the SPKS according to the train running direction; the second physical section is a fifth area before the starting position and a sixth area after the first physical section;

if the target section is completely located in the fifth area, adjusting the end point of the MA to the position of the start end, and sending the adjusted MA to the train;

if the target section is completely or partially located in the first physical section, sending second information of emergency braking to the train;

if the target zone is completely located in the sixth zone, not adjusting the MA of the train;

wherein the train travels in the train traveling direction and sequentially passes through the fifth area, the starting position, the first physical zone, and the sixth area.

Optionally, the system further comprises a sending module;

the zone controller receives second state information of the SPKS in the non-protection position, sends a third message of recovering the MA before adjustment to the train with the adjusted MA, and sends a fourth message of canceling the emergency brake to the train with the information of the emergency brake

Optionally, the system further comprises a control module, where the control module is configured to detect that the SPKS is located at a guard bit, send the first state information to the zone controller, and control an indicator light corresponding to the SPKS to be a first indicator signal corresponding to the SPKS being located at the guard bit;

and,

and the interlocking system detects that the SPKS is positioned at a non-protection position, sends the second state information to the region controller, and controls the indicator lamp corresponding to the SPKS to be a second indicator signal corresponding to the SPKS being positioned at the non-protection position.

Optionally, the control module is further configured to send, by the interlock system, the first status information or the second status information to an ATS, and the ATS marks, according to the first status information or the second status information, a status of the first physical segment of the SPKS guard on an electronic map.

In a third aspect, an embodiment of the present invention further provides an electronic device, including:

at least one processor, at least one memory, a communication interface, and a bus; wherein,

the processor, the memory and the communication interface complete mutual communication through the bus;

the communication interface is used for information transmission between the electronic equipment and the VOBC of the train and the communication equipment of the interlocking system;

the memory stores program instructions executable by the processor, which when called by the processor are capable of performing the methods described above.

In a fourth aspect, embodiments of the invention also provide a non-transitory computer-readable storage medium storing computer instructions that cause the computer to perform the method described above.

The embodiment of the invention provides an MA adjusting method and device of an SPKS based on a full-automatic operation system. By the method, when a train breaks down or a line needs to be maintained, the MA of the corresponding train can be adjusted in time only by controlling the state of the SPKS switch, so that the MA can be adjusted in time without the operation and control of workers by a fully-automatic driving train, and potential safety hazards brought to a front train and a person entering an interval for maintenance due to the fact that the train cannot change the running state are eliminated.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.

FIG. 1 is a schematic flow chart diagram illustrating a method for MA tuning of SPKS based on a fully-automatic operating system according to an embodiment of the present invention;

FIG. 2 is a schematic diagram of a first physical section of outbound SPKS guards in a positive line provided by another embodiment of the present invention;

FIG. 3 is a schematic flow chart illustrating the determination of whether to adjust MA for a train when outbound SPKS are in guard bits in a positive train, in accordance with another embodiment of the present invention;

fig. 4 is a schematic diagram of adjustment of MA when the train is completely located before the start of the first station in the outbound SPKS protection bits provided by another embodiment of the present invention;

fig. 5 is a schematic diagram of adjustment of MA when a train is located at a first platform and partially at a first area in the case of an outbound SPKS guard bit provided by another embodiment of the present invention;

FIG. 6 is a schematic flow chart illustrating the operation of adjusting MA of a train when the inbound SPKS is in the guard bit in the positive train according to another embodiment of the present invention;

FIG. 7 is a schematic diagram of a first physical segment of a positive inbound SPKS guard provided in accordance with another embodiment of the present invention;

FIG. 8 is a schematic illustration of a message to the train to send emergency braking in the event that the train is fully or partially in the first physical zone in the inbound SPKS guard bit scenario provided by another embodiment of the present invention;

fig. 9 is a schematic diagram illustrating adjustment of MA when a train is located before the start of a station at a full fourth station under the SPKS ingress protection bit provided by another embodiment of the present invention;

fig. 10 is a schematic diagram of adjustment of MA when the train is partially at the fourth platform and partially at the third area in the case of the inbound SPKS fence according to another embodiment of the present invention;

fig. 11 is a schematic diagram illustrating adjustment of MA when a train is completely behind the station end of the third station under the SPKS ingress protection bit provided by another embodiment of the present invention;

fig. 12 is a schematic flow chart illustrating whether to adjust MA of a train when SPKS is at a guard position in a parking lot line according to another embodiment of the present invention;

fig. 13 is a schematic diagram illustrating adjustment of MA when the train is completely located before the start of the first physical section in the SPKS protection bit situation of the parking lot line according to another embodiment of the present invention;

fig. 14 is a schematic diagram of adjustment of MA when the train is fully or partially in the first physical zone in the SPKS protection bit situation for a parking lot line according to another embodiment of the present invention;

fig. 15 is a schematic diagram of adjustment of MA when the train is fully behind the first physical zone in the SPKS protection bit situation for a parking lot line provided by another embodiment of the present invention;

fig. 16 is a block diagram illustrating an architecture of an apparatus for adjusting MA based on SPKS of a fully automatic operating system according to another embodiment of the present invention;

fig. 17 is a schematic structural diagram of an electronic device according to another embodiment of the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Fig. 1 is a schematic flowchart of a method for adjusting MA based on SPKS in a fully automatic operating system according to this embodiment. Referring to fig. 1, the method includes:

101: the method comprises the steps that a zone controller receives first state information of an SPKS (shortest Path linking Key) in a protection position, and obtains a train running direction corresponding to a target line of the SPKS, a line type corresponding to a line controlled by the zone controller and a target section of the target line where a train is located;

102: and determining a first physical section of the SPKS protection and a second physical section adjacent to the first physical section according to the train driving direction and the line type, and judging whether to adjust the MA of the train according to the position relation of the target section relative to the first physical section and the second physical section.

It should be noted that the method is applicable to control of an MA of a fully automatic train, and is generally performed by a Zone Controller (ZC). After determining the MA of the train according to the method provided by the embodiment, the area controller sends the changed MA or the message for controlling the emergency braking of the train to a VOBC (vehicle-mounted controller) of the train, and the VOBC receives the changed MA or the message for controlling the emergency braking of the train sent by the area controller, and timely adjusts the running of the train according to the changed MA or timely controls the train to perform the emergency braking.

SPKS (personnel protection switches) are typically placed on both sides of a platform (inbound SPKS switches and outbound SPKS switches), or on other lines (e.g., on corresponding lines of a parking lot). For example, on a positive line of full-automatic train operation, SPKS switches are arranged on an IBP panel of a station integrated control room, and two SPKS switches are respectively arranged for each platform, one outgoing SPKS switch and one incoming SPKS switch. When a worker needs to perform maintenance work and enter a certain section of track, the worker inserts a key into the SPKS switch corresponding to the section of track and rotates a certain angle (even if the SPKS is located at a protection position), and then the corresponding track area protected by the SPKS can be blocked. When the worker is done, the key should be reset and removed (even if the SPKS is in the non-protected position) to unblock the block.

It can be understood that, after detecting that the SPKS switch is set to the guard bit, the interlock system (CI) generates the code bit information corresponding to the guard bit of the SPKS (for example, the code bit information corresponding to the guard bit of the SPKS switch is "1", and the code bit information corresponding to the non-guard bit is "0"). It is understood that the first state information includes the code bit information, as well as the identification information of the SPKS switch. And after receiving the first state information, the area controller queries a target line where the SPKS is located through an electronic map according to the identification information of the SPKS switch, and obtains the running direction of the train on the target line and the target section where each train on the target line is located. The line type corresponding to the line controlled by the zone controller is attribute information of the zone controller, for example, if the zone controller is used to control a train on a main line, the line type corresponding to the line controlled by the zone controller is a main line.

The partitioning method of the first physical segment protected by SPKS is different for different line types. For example, the first physical segment of the SPKS switch protection on the positive line is divided as shown in fig. 2, and the train traveling direction on the line is from left to right, then 201 on the first platform is the outbound SPKS, and 202 is the inbound SPKS (whether the SPKS switch is the outbound SPKS or the inbound SPKS is related to the train traveling direction on the line). As shown in fig. 2, the outbound SPKS201 on the first station is in guard bits (the black filled dots represent guard bits), and the first physical segment that the outbound SPKS201 guards is the segment shown at 203 in fig. 2 (the segment shown by the set of black lines in fig. 2). The second physical segment is a physical segment adjacent to the first physical segment, for example, the second physical segment in fig. 2 is a segment where the first station or the second station is located. It can be understood that the method for dividing the first physical segment and the second physical segment may be determined according to actual situations, as long as the MA of the train on the target line can be reasonably adjusted through the division of the first physical segment and the second physical segment, and it can be ensured that the blocking of the first physical segment is realized by placing the SPKS switch in the protection position, which is not limited in this embodiment.

The target section refers to a route taken from the head of the train to the tail of the train. In this embodiment, it is determined whether to adjust MA of the train according to the relative positions of the target section corresponding to each train, the first physical section, and the second physical section on the target link where the SPKS is located (in practice, it may be determined whether to adjust MA of only a train on the link section controlled by the zone controller in the target link).

The embodiment of the invention provides an MA adjusting method of an SPKS based on a full-automatic operation system. By the method, when a train breaks down or a line needs to be maintained, the MA of the corresponding train can be adjusted in time only by controlling the state of the SPKS switch, so that the MA can be adjusted in time without the operation and control of workers by a fully-automatic driving train, and potential safety hazards brought to a front train and a person entering an interval for maintenance due to the fact that the train cannot change the running state are eliminated.

Further, on the basis of the above-mentioned embodiment, as shown in fig. 3, the determining a first physical zone of the SPKS protection and a second physical zone adjacent to the first physical zone according to the train driving direction and the route type, and determining whether to adjust the MA of the train according to the position relationship of the target zone with respect to the first physical zone and the second physical zone includes:

301: if the line type is a positive line, judging that the SPKS is an outbound SPKS according to the train running direction, and acquiring a first platform to which the SPKS belongs and a second platform adjacent to the first platform in the train running direction;

302: determining that the first physical segment is a first inter-zone positive line between the first station and the second station, the second physical segment being the first station;

303: if the target segment is located entirely in a first region before the station start of the first station, then 304; 304: adjusting the MA endpoint to the platform starting point of the first platform and sending the adjusted MA to the train;

305: if the target segment is located partially at the first station and partially at the first area, or completely within the first station, then go to 306; 306: adjusting the end point of the MA to the platform end point of the first platform, and sending the adjusted MA to the train;

307: if the target segment is located entirely or partially in a second area after the station end of the first station, then 308; 308: not adjusting the MA of the train;

wherein, the train runs along the running direction of the train and sequentially passes through the first area, the platform starting point of the first platform, the platform terminal point of the first platform and the second area; the second region includes the first inter-zone positive line and the second station.

For example, as shown in fig. 2, when the outbound SPKS201 is in the guard bit, the first physical segment is determined as the segment shown at 203 (the first inter-segment plus line), and the second physical segment is the first station, i.e., the segment between point a (the station start of the first station) and point B (the station end of the first station) in fig. 2.

The target segment is located entirely in the first region before point a (i.e., the line of the target line that is within the region encompassed by the arc in fig. 2 in which point a is located), then the emphasis of MA is adjusted to point a. Fig. 4 shows the range of the adjusted MA when the target section is completely located in the first area, and as shown in fig. 4, the outbound SPKS201 of the first platform 401 is in the protection position, the first physical section protected by the outbound SPKS201 is the route shown by 203 in fig. 4, and when the target section where the train is located is completely located before the platform starting point a of the first platform 401, the end point of the adjusted MA is point a.

Fig. 5 shows the range of the adjusted MA when the target segment is partially located at the first platform and partially located in the first area, as shown in fig. 5, the outbound SPKS201 of the first platform 401 is in the protection position, the first physical segment to be protected is the route shown in 203 in fig. 4, and when the target segment where the train is located is partially located at the first platform 401 and partially located in the area (first area) before the platform starting point a of the first platform 401, the end point of the adjusted MA is point B. It can be understood that, at this time, the train cannot stop the tender after entering the first platform, and the corresponding platform operator is required to handle the boarding and alighting operation.

As shown in fig. 2, when the target zone is located fully or partially in a zone after point B, no adjustment is made to the MA of the train.

The MA adjustment method for SPKS based on a full-automatic operation system provided by this embodiment restricts adjustment of MA when the outbound SPKS on the platform on the positive line is in the guard position, and by this method, it can be ensured that the platform where the outbound SPKS is located no longer sends a car to the first physical section protected by the outbound SPKS, and safety of the first physical section is ensured.

Further, on the basis of the above-mentioned embodiment, as shown in fig. 6, the determining a first physical zone of the SPKS protection and a second physical zone adjacent to the first physical zone according to the train driving direction and the route type, and determining whether to adjust the MA of the train according to the position relationship of the target zone with respect to the first physical zone and the second physical zone includes:

601: if the line type is a positive line, judging that the SPKS is an inbound SPKS according to the train running direction, and acquiring a third platform to which the SPKS belongs and a fourth platform adjacent to the third platform in the direction opposite to the train running direction;

602: determining that the first physical segment is the third station and a second inter-zone positive line between the third station and the fourth station, the second physical segment being the fourth station;

603: if the target segment is located in the first physical segment, executing 604; 604: sending first information of emergency braking to the train; it will be appreciated that the first message includes the cause of emergency braking.

605: if the target segment is located entirely in a third region before the station start of the fourth station, then go to 606; 606: adjusting the end point of the MA to the platform start point of the fourth platform, and sending the adjusted MA to the train;

607: if the target segment is located partially at the fourth station and partially at the third area, or completely within the fourth station, then 608 is performed; 608: adjusting the MA end point to the platform end point of the fourth platform, and sending the adjusted MA to the train;

609: if the target segment is located entirely in a fourth area after the station end of the third station, then 610; 610: not adjusting the MA of the train;

wherein the train runs along the train running direction and sequentially passes through the third area, the platform starting point of the fourth platform, the platform terminal point of the fourth platform, the second interval main line, the third platform and the platform terminal point of the third platform; the fourth region.

For example, as shown in fig. 7, when the inbound SPKS701 at the third station is in the guard position, the first physical segment is determined as the segment indicated by 702 (the second interval positive line and the third station, the segment indicated by the black bold line in fig. 7), and the second physical segment is the fourth station.

If the target section is located entirely or partially in the section (first physical section) between points D and E in fig. 7, a first message of emergency braking is sent to the VOBC of the train, wherein the first message includes an instruction of emergency braking and a reason for emergency braking. As shown in fig. 8, the inbound SPKS of the third station 801 is in the guard position and sends a first message of emergency braking for a train that is fully or partially within the first physical zone 702.

If the target segment is located completely in the region before point C in fig. 7 (the third region), the end point of MA is adjusted to point C (the start point of the fourth station). As shown in fig. 9, the inbound SPKS of the third platform 801 is in the guarded position for trains located completely before the platform start point C of the fourth platform 901. The endpoint of MA was adjusted to point C.

If the target segment is located partly at the fourth station and partly at the third zone, or completely at the fourth station (the segment between points C and D in fig. 7), the end point of MA is adjusted to point D. As shown in fig. 10, the inbound SPKS of the third platform 801 is in the guarded position for trains located partially at the fourth platform 901 and partially at the third area. The end point of MA is adjusted to D point.

If the target sector is located completely in the fourth zone after point E (the station end of the third station), the MA of the train is not adjusted. As shown in fig. 11, the inbound SPKS of the third platform 801 is at the guard position, and MA adjustment is not performed for a train located in an area completely after point E, for example, if MA originally existing for the train is a platform start point of a platform next to the third platform in the train traveling direction, the MA is not modified.

The MA adjustment method for the SPKS based on the full-automatic operation system provided by this embodiment restricts adjustment of the MA when the incoming SPKS on the platform on the positive line is at the protection position, and by this method, it can be ensured that along the opposite direction of the train traveling direction, the platform adjacent to the platform where the incoming SPKS is located is no longer dispatched to the first physical section protected by the incoming SPKS, thereby ensuring the safety of the first physical section.

Further, as shown in fig. 12, on the basis of the foregoing embodiments, the determining a first physical section of the SPKS protection and a second physical section adjacent to the first physical section according to the train driving direction and the route type, and determining whether to adjust MA of the train according to a position relationship of the target section with respect to the first physical section and the second physical section includes:

1201: if the line type is a parking lot line, acquiring the starting end position of a first physical section protected by the SPKS according to the train running direction; the second physical section is a fifth area before the starting position and a sixth area after the first physical section;

1202: if the target segment is located in the fifth area completely, execute steps 1203, 1203: adjusting the end point of the MA to the position of the start end, and sending the adjusted MA to the train;

1204: if the target segment is located in the first physical segment, then steps 1205, 1205 are executed: sending second information of emergency braking to the train; it will be appreciated that the second message includes the cause of emergency braking.

1206: if the target segment is located in the sixth area completely, performing steps 1207 and 1207: not adjusting the MA of the train;

wherein the train travels in the train traveling direction and sequentially passes through the fifth area, the starting position, the first physical zone, and the sixth area.

Fig. 13, 14 and 15 show three cases on a parking lot line, respectively, where SPKS1301 is in the guard position, and the first physical section protected by SPKS1301 is the section shown at 1302. In the train traveling direction, the start end position of the first physical block 1302 of the SPKS1301 is point F, the area before point F is the fifth area, and the area after the end point G of the first physical block 1302 is the sixth area. As shown in fig. 13, when the train is completely located in the area (fifth area) before F, the end of MA of the train is adjusted to point F. As shown in fig. 14, the train is located entirely or partially in the zone (first physical zone) between point F and point G, and a second message of emergency braking is sent to the train. As shown in fig. 15, if the train is completely located in the section (sixth area) after the G point, the MA of the train is not adjusted.

The MA adjustment method for SPKS based on a fully automatic operation system provided in this embodiment limits adjustment of MA when SPKS on a parking lot line is in a protection position, and by using the method, emergency braking of a train in a first physical area protected by SPKS can be ensured, and no train drives into the first physical area from a start end position of the first physical area any longer, thereby ensuring safety of the first physical area.

Further, on the basis of the foregoing embodiments, after determining the first physical zone of the SPKS protection and the second physical zone adjacent to the first physical zone according to the train driving direction and the route type, and determining whether to adjust the MA of the train according to the position relationship of the target zone with respect to the first physical zone and the second physical zone, the method further includes:

and the zone controller receives the second state information of the SPKS in the non-protection position, sends a third message of recovering the MA before adjustment to the train with the adjusted MA, and sends a fourth message of canceling the emergency braking to the train with the information of the emergency braking.

It will be appreciated that all the route start signals containing the blocking track or having the blocking track as a protected zone are immediately turned off after the SPKS switch is pressed. If a vehicle is already running in a route that contains a blocking section or uses a blocking track as a protection section, emergency braking is immediately performed. After the SPKS is recovered, the train in the full-automatic operation mode can automatically recover to operate.

And after the regional controller receives an instruction of unsealing the SPKS button sent by the CI, the regional controller judges the train subjected to MA adjustment according to the record of the MA sent to the train or the current state and position of the train, and withdraws the adjusted MA. Specifically, the MA is extended for the MA withdrawing train, allowing the train to continue operation. And simultaneously releasing the emergency braking command for the emergency braking train.

In the MA adjustment method for SPKS based on a full-automatic operation system provided in this embodiment, when the SPKS is restored to the non-protection position, the actions of the zone controller are limited, and it is ensured that the train is driven fully automatically to operate normally after the SPKS is unblocked.

Further, on the basis of the foregoing embodiments, before the zone controller receives the first state information that the SPKS is located in the guard bit, the method further includes: the interlocking system detects that the SPKS is located at a protection position, sends the first state information to the region controller, and controls an indicator lamp corresponding to the SPKS to be a first indicator signal corresponding to the SPKS being located at the protection position;

and,

before the zone controller receives the second state information that the SPKS is located in the non-guard bit, the method further comprises the following steps: and the interlocking system detects that the SPKS is positioned at a non-protection position, sends the second state information to the region controller, and controls the indicator lamp corresponding to the SPKS to be a second indicator signal corresponding to the SPKS being positioned at the non-protection position.

It should be noted that the CI may monitor the state of the SPKS, and when it is monitored that the SPKS is in the guard bit, send code bit information of the SPKS in the guard bit and identification information of the SPKS to the corresponding zone controller, so that the zone controller quickly blocks the first physical zone protected by the SPKS according to the identification information of the SPKS.

The first indication signal and the second indication signal are both artificially defined states, as long as the SPKS can be distinguished by the two states as being in the guard bit or the non-guard bit, and the comparison in this embodiment is not particularly limited. For example, the first indication signal is displayed by the red light of the indication lamp corresponding to SPKS, and the second indication signal is displayed by the road light of the indication lamp corresponding to SPKS. Or the first indication signal is that the indicator lamp corresponding to the SPKS is flickering, and the second indication signal is that the indicator lamp corresponding to the SPKS is turned off.

In the MA adjustment method for SPKS based on a full-automatic operating system provided in this embodiment, the action of monitoring that SPKS is in a protection bit or a non-protection bit by CI is limited, and it is ensured that CI sends null first state information and second state information to a zone controller in time. And on the other hand, after the CI monitors that the SPKS is in the protection bit or the non-protection bit, the corresponding indicator lamp is controlled to send out a corresponding indicator signal.

Further, on the basis of the above embodiments, the method further includes: the interlocking system sends the first state information or the second state information to an ATS, and the ATS marks the state of the first physical section of the SPKS protection on an electronic map according to the first state information or the second state information.

It should be noted that the ATS is an automatic train monitoring system, and the monitoring of the train operation process can be realized by the ATS staff.

In the method for adjusting the MA of the SPKS based on the full-automatic operation system, the CI reports the state of the full-automatic train and the state of the full-automatic train on the line to the ATS in real time, so that the ATS information is updated in time, and the accuracy of the information on the full-automatic train and the line of the full-automatic train acquired by the staff is ensured.

Specifically, the method provided by the embodiment includes:

s0-1, defining all SPKS switches on the line by the electronic map, wherein each SPKS switch of the whole line has a unique number and describes the number of physical sections governed by each SPKS and the ID of the physical sections;

s0-2, a communication interface between the ZC and the CI transfers the state of the SPKS switch (code bit information 0 indicates that the SPKS switch is located at a non-protection bit, and code bit information 1 indicates that the SPKS switch is located at a protection bit);

s0-3, when the SPKS switch is located at the protection position, the CI concentration area where the SPKS is located sends the code bit information to the corresponding ZC concentration area;

s1, when the ZC subsystem receives that a certain SPKS button sent by a corresponding CI is pressed, the ZC subsystem checks the range of a physical section (a first physical section) protected by the SPKS switch through electronic map data;

s2, after determining the physical zone range protected by the SPKS switch, the ZC checks the CBTC-level train in the control range, and judges whether the MA adjustment needs to be carried out on the running train according to the train position. The method comprises the following steps: whether a train is running in the physical zone range protected by the SPKS switch; whether a train is approaching the protection range of the SPKS switch.

The ZC of the parking lot line controls the train in step S3.

S3, when the SPKS switch within the parking lot is set at the guard position, there are several scenarios:

s3-1, when a train which is close to a physical area protected by an SPKS switch exists, a ZC searches an electronic map according to the running direction of the train to obtain the starting end position of the SPKS protected physical section, and withdraws the MA of the train to the starting end position (point F); and when the VOBC receives the withdrawn MA, recalculating the overspeed protection curve according to the updated MA to control the train to run.

S3-2, when the train is running in the physical area protected by the SPKS switch, the reason that the SPKS switch is pressed to directly send the emergency braking command and the emergency braking to the VOBC by the ZC is that the train is not allowed to continue running. And the VOBC immediately implements emergency braking after receiving the emergency braking command and the emergency braking reason and uploads the emergency braking reason to the center TIAS.

S3-3, when the train exists in which the protection range of the SPKS switch is completely cleared, the ZC does not process the MA of the train, and the train can continue to run.

Fig. 2 shows the situation where the outbound SPKS of the first station is pressed. At this time, the interval between the first station and the second station is blocked by the outbound SPKS of the first station, while the second station is not affected. In fig. 2, the trains at the block and the second platform are not affected by the depression of the SPKS switch at the arrival at the first platform, but the subsequent trains on the left side of the first platform can only extend their MA end to the end of the first platform (point B), but the stop points of the subsequent trains require a physical section (a platform is usually divided into only one physical section) from the MA end, and therefore the stop points of the subsequent trains can only be at the beginning of the first platform (point a).

Fig. 7 shows the situation where the inbound SPKS of the third station is pressed. At this time, the interval between the third station and the fourth station and the station of the third station itself are blocked by the inbound SPKS switch of the third station. In fig. 7, the fourth platform cannot depart from the third platform, and the train in the fourth platform cannot be out of the station, but the train that has left the fourth platform can continue to run.

For the positive line ZC, control of the train is achieved through steps S4 and S5.

S4, when the positive line station outbound SPKS switch is set at the protection position, the protection area of the outbound SPKS switch does not contain the station, but the train can not completely enter the station and is parked in a benchmarking way because the out-station protection zone is blocked, so that the ZC can not allow the train which does not enter the station to enter the station.

S4-1, when the ZC checks that a train which does not enter the station exists, recalculating MA for the train, withdrawing the MA terminal to the platform starting end, and not allowing the train to enter the station;

s4-2, when the ZC checks that a train with a train head pressed into a platform rail exists, the ZC calculates an MA terminal point for the train which enters the station and withdraws the MA terminal point to a platform terminal, and at the moment, the train cannot stop for the landmark and needs a platform operator to process the taking and landing operation;

s5, when the SPKS switch in the station entering direction of the positive line platform is set at the protection position, the SPKS switch in the station entering direction comprises the platform, the ZC checks whether a train in the SPKS protection physical area comprising the platform exists, and the ZC immediately sends an emergency braking command and an emergency braking reason to all CBTC trains in the area.

S5-1; when the SPKS of the station is pressed, the ZC outputs an emergency braking command and an emergency braking reason for the train which is already in stable normal riding and landing work in the station at the same time.

S5-2, the outbound train normally calculates MA, and the train is allowed to continue running.

Wherein, no vehicle operation in the region is ensured by manual work before the region is blocked. When the SPKS switch is pressed, all the route start signals including the blocked track or using the blocked track as a protection zone are immediately turned off. If a vehicle is already running in a route that contains a blocking section or uses a blocking track as a protection section, emergency braking is immediately performed. After the SPKS is recovered, the train in the full-automatic operation mode can automatically recover to operate.

And S6, when the ZC subsystem receives the command of unlocking the SPKS button sent by the CI, the ZC subsystem judges the affected train according to S1, S2, S3, S4 and S5, releases the emergency braking command for the emergency train, extends the MA for withdrawing the MA and allows the train to continue to run.

It should be noted that SPKS switches are arranged on the IBP panel of the integrated control room in the station, and for the two side platforms of the station, two SPKS switches are respectively arranged for each platform, one SPKS switch for outbound and one SPKS switch for inbound. When the SPKS switch is inserted into a key and rotated by a certain angle, the corresponding track area is blocked, so that the system withdraws or prohibits sending a mobile authorization to enter the area, the interlocking subsystem determines that the blocked area should be displayed in the ATS after the track area is blocked, and an output interface is provided for lightening a red light display on the SPKS to indicate that the area protected by the SPKS is successfully blocked. After the job is completed, the operator should reset and remove the key to unlock the section. A message to remove the block is also sent to the ATS, and the display of the blocked area is also removed from the display interface of the ATS.

According to the method provided by the embodiment, when the full-automatic driving train stops due to an unrecoverable fault during running in the section or needs to enter the section manually, the ZC subsystem calculates MA for the train according to the position of the train when the SPKS switch in the protection section is pressed down, the running of the train can be prohibited through the SPKS switch, and the safety of the CBTC system is improved from the perspective of ground equipment.

Fig. 16 shows a block diagram of the architecture of the apparatus for adjusting MA based on SPKS of the fully automatic operating system according to the present embodiment, and referring to fig. 16, the apparatus 1600 for adjusting MA based on SPKS of the fully automatic operating system includes an obtaining module 1601 and a determining module 1602, wherein,

an obtaining module 1601, configured to receive first state information that an SPKS is located in a guard bit, and obtain a train traveling direction corresponding to a target line where the SPKS is located, a line type corresponding to a line controlled by the zone controller, and a target section where a train on the target line is located;

a determining module 1602, configured to determine a first physical zone of the SPKS protection and a second physical zone adjacent to the first physical zone according to the train traveling direction and the route type, and determine whether to adjust MA of the train according to a position relationship between the target zone and the first physical zone and the second physical zone.

The MA adjustment apparatus 1600 based on SPKS of a fully-automatic operating system according to this embodiment is suitable for the MA adjustment method based on SPKS of a fully-automatic operating system according to the foregoing embodiment, and details thereof are not repeated herein.

The embodiment of the invention provides an MA adjusting device of an SPKS (fast speed switching system) based on a full-automatic operation system, wherein after receiving first state information that the SPKS is positioned at a protection position, a zone controller determines a first physical zone protected by the SPKS and a second physical zone adjacent to the first physical zone, judges whether MA needs to be adjusted or not according to the position relation between a target zone where a train is positioned and the first physical zone and the second physical zone, and adjusts the MA of the train needing to adjust the MA. Through the device, when the train breaks down, perhaps need maintain the circuit, only need control the state of SPKS switch, can in time adjust the MA of corresponding train for full-automatic driving train also can in time adjust MA under the control that does not need the staff, eliminated because the unable change state of operation of train, the potential safety hazard that brings for the front truck and the personnel that get into the interval and maintain.

Fig. 17 is a block diagram showing the structure of the electronic apparatus provided in the present embodiment.

Referring to fig. 17, the electronic device includes: a processor (processor)1701, a memory (memory)1702, a communication Interface 1703 and a bus 1704;

wherein,

the processor 1701, the memory 1702 and the communication interface 1703 complete mutual communication through the bus 1704;

the communication interface 1703 is used for information transmission between the electronic device and the VOBC of the train and the communication device of the interlock system;

the processor 1701 is configured to invoke program instructions in the memory 1702 to perform the methods provided by the various method embodiments described above, including, for example: the method comprises the steps that a zone controller receives first state information of an SPKS (shortest Path linking Key) in a protection position, and obtains a train running direction corresponding to a target line of the SPKS, a line type corresponding to a line controlled by the zone controller and a target section of the target line where a train is located; and determining a first physical section of the SPKS protection and a second physical section adjacent to the first physical section according to the train driving direction and the line type, and judging whether to adjust the MA of the train according to the position relation of the target section relative to the first physical section and the second physical section.

The chinese patent application with the application number 201611179961.9 entitled "a method and a system for generating an interlocking information table based on an electronic map" filed by the applicant at 2016, 12, 19 describes an SPKS switch, which considers the control of incorporating the SPKS switch into an interlocking CI system, and also considers the information interaction of ground devices such as an interlocking system CI and a zone controller ZC, and the zone controller ZC sends an emergency stop instruction to a vehicle-mounted device VOBC. However, this document focuses on the operation of the interlock CI system and does not consider how the zone controller ZC adjusts the MA.

Therefore, the present application aims to optimize the technical solution of the above patent based on the above patent application. In the application, an MA adjusting method of a zone controller ZC is provided after a civil air defense switch SPKS is brought into signal control, and the MA adjusting method is used for carrying out safety protection in a full-automatic operation system so as to avoid harm during personnel operation.

In the application, the transmission of the blocking information of the physical zone between the ZC system and the CI system is described in more detail, and how to judge the position of a train and make the train brake emergently is also described in more detail; the patent describes more detail how the ZC sends MA information which prohibits entering the physical zone; moreover, the patent further details how the ZC sends the unblocking state instruction to the VOBC after the physical section is unblocked.

The present embodiments provide a non-transitory computer-readable storage medium storing computer instructions that cause the computer to perform the methods provided by the above method embodiments, for example, including: the method comprises the steps that a zone controller receives first state information of an SPKS (shortest Path linking Key) in a protection position, and obtains a train running direction corresponding to a target line of the SPKS, a line type corresponding to a line controlled by the zone controller and a target section of the target line where a train is located; and determining a first physical section of the SPKS protection and a second physical section adjacent to the first physical section according to the train driving direction and the line type, and judging whether to adjust the MA of the train according to the position relation of the target section relative to the first physical section and the second physical section.

Those of ordinary skill in the art will understand that: all or part of the steps for implementing the method embodiments may be implemented by hardware related to program instructions, and the program may be stored in a computer readable storage medium, and when executed, the program performs the steps including the method embodiments; and the aforementioned storage medium includes: various media that can store program codes, such as ROM, RAM, magnetic or optical disks.

The above-described embodiments of the electronic device and the like are merely illustrative, where the units described as separate parts may or may not be physically separate, and the parts displayed as units may or may not be physical units, may be located in one place, or may also be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.

Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. With this understanding in mind, the above-described technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable storage medium such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the methods described in the embodiments or some parts of the embodiments.

Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.

Claims (10)

1. A MA adjustment method of SPKS based on a full-automatic operation system is characterized by comprising the following steps:

the method comprises the steps that a zone controller receives first state information of an SPKS (shortest Path linking Key) in a protection position, and obtains a train running direction corresponding to a target line of the SPKS, a line type corresponding to a line controlled by the zone controller and a target section of the target line where a train is located;

and determining a first physical section of the SPKS protection and a second physical section adjacent to the first physical section according to the train driving direction and the line type, and judging whether to adjust the MA of the train according to the position relation of the target section relative to the first physical section and the second physical section.

2. The method of claim 1 wherein said determining a first physical segment of said SPKS shield and a second physical segment adjacent to said first physical segment based on said train direction of travel and said line type and determining whether to adjust MA of said train based on a positional relationship of said target segment with respect to said first physical segment and said second physical segment comprises:

if the line type is a positive line, judging that the SPKS is an outbound SPKS according to the train running direction, and acquiring a first platform to which the SPKS belongs and a second platform adjacent to the first platform in the train running direction;

determining that the first physical segment is a first inter-zone positive line between the first station and the second station, the second physical segment being the first station;

if the target segment is located completely in a first area before the platform start point of the first platform, adjusting the end point of the MA to the platform start point of the first platform, and sending the adjusted MA to the train;

if the target segment is located partially at the first platform and partially at the first area, or completely within the first platform, adjusting the end point of the MA to the platform end point of the first platform, and sending the adjusted MA to the train;

not adjusting the MA of the train if the target segment is located entirely or partially in a second area after the platform end of the first platform;

wherein, the train runs along the running direction of the train and sequentially passes through the first area, the platform starting point of the first platform, the platform terminal point of the first platform and the second area; the second region includes the first inter-zone positive line and the second station.

3. The method of claim 1 wherein said determining a first physical segment of said SPKS shield and a second physical segment adjacent to said first physical segment based on said train direction of travel and said line type and determining whether to adjust MA of said train based on a positional relationship of said target segment with respect to said first physical segment and said second physical segment comprises:

if the line type is a positive line, judging that the SPKS is an inbound SPKS according to the train running direction, and acquiring a third platform to which the SPKS belongs and a fourth platform adjacent to the third platform in the direction opposite to the train running direction;

determining that the first physical segment is the third station and a second inter-zone positive line between the third station and the fourth station, the second physical segment being the fourth station;

if the target section is completely or partially located in the first physical section, sending first information of emergency braking to the train;

if the target segment is located completely in a third area before the platform start point of the fourth platform, adjusting the end point of the MA to the platform start point of the fourth platform, and sending the adjusted MA to the train;

if the target segment is located partially at the fourth platform and partially at the third area, or completely within the fourth platform, adjusting the end point of the MA to the platform end point of the fourth platform, and sending the adjusted MA to the train;

not adjusting the MA of the train if the target sector is completely located in a fourth area after the platform end of the third platform;

wherein the train runs along the train running direction and sequentially passes through the third area, the platform starting point of the fourth platform, the platform terminal point of the fourth platform, the second interval main line, the third platform and the platform terminal point of the third platform; the fourth region.

4. The method of claim 1 wherein said determining a first physical segment of said SPKS shield and a second physical segment adjacent to said first physical segment based on said train direction of travel and said line type and determining whether to adjust MA of said train based on a positional relationship of said target segment with respect to said first physical segment and said second physical segment comprises:

if the line type is a parking lot line, acquiring the starting end position of a first physical section protected by the SPKS according to the train running direction; the second physical section is a fifth area before the starting position and a sixth area after the first physical section;

if the target section is completely located in the fifth area, adjusting the end point of the MA to the position of the start end, and sending the adjusted MA to the train;

if the target section is completely or partially located in the first physical section, sending second information of emergency braking to the train;

if the target zone is completely located in the sixth zone, not adjusting the MA of the train;

wherein the train travels in the train traveling direction and sequentially passes through the fifth area, the starting position, the first physical zone, and the sixth area.

5. The method according to any one of claims 2-4, wherein after determining a first physical segment of the SPKS shield and a second physical segment adjacent to the first physical segment according to the train driving direction and the route type, and determining whether to adjust the MA of the train according to the positional relationship of the target segment with respect to the first physical segment and the second physical segment, further comprising:

and the zone controller receives the second state information of the SPKS in the non-protection position, sends a third message of recovering the MA before adjustment to the train with the adjusted MA, and sends a fourth message of canceling the emergency braking to the train with the information of the emergency braking.

6. The method as claimed in claim 5, wherein said zone controller receives the first state information that SPKS is in guard bits, further comprising: the interlocking system detects that the SPKS is located at a protection position, sends the first state information to the region controller, and controls an indicator lamp corresponding to the SPKS to send a first indication signal corresponding to the SPKS being located at the protection position;

and,

before the zone controller receives the second state information that the SPKS is located in the non-guard bit, the method further comprises the following steps: and the interlocking system detects that the SPKS is positioned at a non-protection position, sends the second state information to the region controller, and controls the indicator lamp corresponding to the SPKS to be a second indicator signal corresponding to the SPKS being positioned at the non-protection position.

7. The method of claim 6, further comprising: the interlocking system sends the first state information or the second state information to an ATS, and the ATS marks the state of the first physical section of the SPKS protection on an electronic map according to the first state information or the second state information.

8. An apparatus for MA adjustment of SPKS based on a fully automated operating system, comprising:

the acquisition module is used for receiving first state information of the SPKS at the protection position, and acquiring the train running direction corresponding to a target line where the SPKS is located, the line type corresponding to a line controlled by the area controller and a target section where a train on the target line is located;

and the judging module is used for determining a first physical section protected by the SPKS and a second physical section adjacent to the first physical section according to the train running direction and the line type, and judging whether to adjust the MA of the train according to the position relation of the target section relative to the first physical section and the second physical section.

9. An electronic device, comprising:

at least one processor, at least one memory, a communication interface, and a bus; wherein,

the processor, the memory and the communication interface complete mutual communication through the bus;

the communication interface is used for information transmission between the electronic equipment and the VOBC of the train and the communication equipment of the interlocking system;

the memory stores program instructions executable by the processor, the processor invoking the program instructions to perform the method of any of claims 1-7.

10. A non-transitory computer-readable storage medium storing computer instructions that cause a computer to perform the method of any one of claims 1-7.