WO2017088121A1 - 道岔控制方法和系统 - Google Patents

道岔控制方法和系统 Download PDF

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Publication number
WO2017088121A1
WO2017088121A1 PCT/CN2015/095523 CN2015095523W WO2017088121A1 WO 2017088121 A1 WO2017088121 A1 WO 2017088121A1 CN 2015095523 W CN2015095523 W CN 2015095523W WO 2017088121 A1 WO2017088121 A1 WO 2017088121A1
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WIPO (PCT)
Prior art keywords
switch
train
area
virtual
virtual switch
Prior art date
Application number
PCT/CN2015/095523
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English (en)
French (fr)
Inventor
侯满仓
Original Assignee
深圳市坐标系交通技术有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 深圳市坐标系交通技术有限公司 filed Critical 深圳市坐标系交通技术有限公司
Priority to PCT/CN2015/095523 priority Critical patent/WO2017088121A1/zh
Priority to CN201580082138.3A priority patent/CN107921980B/zh
Priority to US15/779,080 priority patent/US10525993B2/en
Priority to EP15909033.1A priority patent/EP3381768B1/en
Publication of WO2017088121A1 publication Critical patent/WO2017088121A1/zh
Priority to US16/732,056 priority patent/US11203368B2/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning, or like safety means along the route or between vehicles or vehicle trains
    • B61L23/22—Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in two directions over the same pair of rails
    • B61L23/30—Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in two directions over the same pair of rails using automatic section blocking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L19/00—Arrangements for interlocking between points and signals by means of a single interlocking device, e.g. central control
    • B61L19/06—Interlocking devices having electrical operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L21/00—Station blocking between signal boxes in one yard
    • B61L21/04—Electrical locking and release of the route; Electrical repeat locks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L19/00—Arrangements for interlocking between points and signals by means of a single interlocking device, e.g. central control
    • B61L19/06—Interlocking devices having electrical operation
    • B61L2019/065—Interlocking devices having electrical operation with electronic means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2201/00—Control methods

Definitions

  • the invention relates to the field of track crossing channel control, and in particular to a ballast control method and system.
  • ballast control is one of the basic processes to ensure the safety of rail transit operations and the continuity of operations.
  • the driving plan represents the driving trajectory of the train, and the trajectory is embodied as a specific approach arrangement and approach establishment of the turnout area to be passed, the way of the road corresponding to the specific switch a single record in the status list, the process of establishing the route is for the safe travel of the train, at a safe distance from the front of the train, all the passes in the single record are the process by which the train is requisitioned according to the corresponding state in the record. .
  • the expropriation of the train to the switch is exclusive (or exclusive), ie a specific turn can only be specific to a train at any one time.
  • the switch in the state of being requisitioned may be re-expropriated only after the expropriation is released.
  • Embodiments of the present invention provide a switch control method and system to solve problems such as deadlock situation in a return zone and insufficient security protection of a cross-entry.
  • a first aspect of the present invention provides a switch control method, including: constructing a data space corresponding to a switch zone; adding a virtual switch in a region where the target foldback parking point of the data space is located; and entering a route of the train into the area The virtual track is added to the corresponding switch list; the train does not release the expropriation of the virtual switch when the return parking point is parked.
  • a second aspect of the present invention provides a switch control method involving a cross approach, comprising: constructing a data space corresponding to a switch area; adding a virtual track at an intersection of the data space corresponding to the cross way; The virtual track is added to the list of switches corresponding to each of the intersections of the intersection.
  • a third aspect of the present invention provides a switch control system, comprising: a construction unit, configured to construct a data space corresponding to a switch area; and an adding unit, configured to add a virtual switch in a region where the target folding back parking point of the data space is located; And a management unit, configured to add the virtual switch data to a list of switches corresponding to the way the train enters the area, and the train does not release the requisition of the virtual switch when the folded-back parking point stops.
  • a fourth aspect of the present invention provides a switch control system relating to a cross approach, comprising: a building unit for constructing a data space corresponding to a switch zone; and an adding unit for corresponding to the crossover path in the data space Adding a virtual track to the intersection; a management unit for adding the virtual track to the list of switches corresponding to each of the paths through the intersection.
  • a fifth aspect of the present invention provides a computer device including a processor, a memory, a bus, and a communication interface; the memory is for storing a program, the program includes a computer execution instruction, the processor and the memory Connected by the bus, the processor executing the program stored in the memory to cause the computer device to perform the switch control method according to the first aspect of the present invention, or the present invention
  • a sixth aspect of the invention provides a computer readable storage medium storing one or more programs, the one or more programs comprising instructions that, when executed by a computer device including one or more processors
  • the computer device performs the switch control method according to the first aspect of the present invention, or the switch control method relating to the cross approach as described in the second aspect of the present invention.
  • a virtual switch is added in the area where the target folding return parking point corresponding to the data space of the switch zone is located, and the switch corresponding to the approach of the train entering the area is selected.
  • the train does not release the technical solution for the requisition of the virtual switch when the return parking point stops, so that when there is a train staying in the area where the target turn-off parking point is located, the train
  • the virtual ballast of the expropriation will not be released, so other trains will not be able to establish an approach into the area before the train leaves the area, thus avoiding the deadlock caused by the staleness of the two trains.
  • a virtual track is added at an intersection corresponding to the intersection of the data space corresponding to the switch region, and a switch list corresponding to each route passing through the intersection.
  • FIG. 1 is a schematic flow chart of a method for controlling a switch according to a first embodiment of the present invention
  • FIG. 2 is a schematic flow chart of a method for controlling a switch according to a second embodiment of the present invention
  • FIG. 3a is a schematic diagram of a problem caused by the operation of the prior art solution in scenario 1;
  • FIG. 3a is a schematic diagram of a problem caused by the operation of the prior art solution in scenario 1;
  • FIG. 3b is a schematic diagram of an improvement of the technical solution of the present invention in scenario 1;
  • FIG. 3b is a schematic diagram of an improvement of the technical solution of the present invention in scenario 1;
  • 4a is a schematic diagram of a problem caused by the operation of the prior art solution in scenario 2;
  • 4b is a schematic diagram of an improvement of the technical solution of the present invention in scenario 2;
  • FIG. 5a is a schematic diagram of a problem caused by the operation of the prior art solution in scenario 3;
  • FIG. 5a is a schematic diagram of a problem caused by the operation of the prior art solution in scenario 3;
  • FIG. 5b is a schematic diagram of an improvement of the technical solution of the present invention in scenario 3;
  • FIG. 5b is a schematic diagram of an improvement of the technical solution of the present invention in scenario 3;
  • 6a is a schematic diagram of a problem caused by the operation of the prior art solution in scenario 4.
  • 6b is a schematic diagram of an improvement of the technical solution of the present invention in scenario 4.
  • FIG. 7a is a schematic diagram of a problem caused by the operation of the prior art solution in scenario 5;
  • FIG. 7a is a schematic diagram of a problem caused by the operation of the prior art solution in scenario 5;
  • FIG. 7b is a schematic diagram of an improvement of the technical solution of the present invention in scenario 5;
  • FIG. 7b is a schematic diagram of an improvement of the technical solution of the present invention in scenario 5;
  • FIG. 8a is a schematic diagram of a problem caused by the operation of the prior art solution in scenario 6;
  • FIG. 8a is a schematic diagram of a problem caused by the operation of the prior art solution in scenario 6;
  • FIG. 8b is a schematic diagram of an improvement of the technical solution of the present invention in scenario 6;
  • FIG. 8b is a schematic diagram of an improvement of the technical solution of the present invention in scenario 6;
  • 9a is a schematic diagram of a problem caused by the operation of the prior art solution in scenario 7;
  • FIG. 9b is a schematic diagram of an improvement of the technical solution of the present invention in scenario 7;
  • FIG. 9b is a schematic diagram of an improvement of the technical solution of the present invention in scenario 7;
  • FIG. 10 is a schematic structural diagram of a switch control system according to an embodiment of the present invention.
  • FIG. 11 is a schematic structural diagram of a switch control system according to another embodiment of the present invention.
  • FIG. 12 is a schematic structural diagram of a computer device according to an embodiment of the present invention.
  • an embodiment of the present invention provides a switch control method, which may include:
  • the train does not release the requisition of the virtual switch when the vehicle is parked at the turn-back parking point.
  • step 104 may further include:
  • the area is an area where the target turn-back parking point of the small-traffic train is folded back
  • the step 102 of adding the virtual switch may include: a list of the switches corresponding to the approach of the large-travel train passing through the area
  • the virtual switch data is added to the data.
  • the area refers to the area where the target folding back parking point is located, and may also be simply referred to as a turning back area.
  • the present invention has a mapping relationship between the data recording space (referred to as data space) in the control system and the real space formed by the controlled entity for the problem of deadlock in the turnaround zone and insufficient security protection of the crossover control.
  • data space data recording space
  • the virtual space is further introduced into the data space.
  • This virtual space in the real space does not necessarily have its counterpart but can fully exert the hostile relationship in the data space and the exclusive control logic of the Taoist expropriation.
  • the virtual switch has the same geographical location and topological position defined by its data in the site layout as the real switch (the real switch position is the one involved).
  • the position parameter of the virtual ballast is determined according to the purpose of its establishment), and the boundary (centered on the intersection or branch point of the track center line involved in the real track)
  • Each track center line outside the track has a vertical projection point of the nearest police line on the center line of the track - this projection point is used as the boundary of the track on the track side; the parameters of the position and boundary of the virtual ballast are selected according to The purpose of the establishment is determined, the number of states and states of the opening, the expropriation and release, the inclusion of a specific approach, and the like, and the ballast control method provided by the present invention is formed on the basis of the virtual object.
  • the switch control method of the present invention includes adding a virtual track in a region where the target folding back parking point of the data recording space is located, and adding the virtual switch data by adding the virtual switch data to the switch list corresponding to the route in which the train enters the area. Incorporating into the approach of the train into the area, by arranging the position and boundary of the virtual track in the area, the train does not release the requisition of the virtual switch when parking at the turn-back parking point - A real switch that is currently closest to the train in the approach to the area that has been released when the train is parked can be used to create conditions for the train to be folded back out of the area to successfully establish an approach to the area. Since the virtual track is still in the requisitioned state, other trains cannot successfully establish an approach into the area.
  • the above method illustrates the process of the train entering the turn-back area, and further includes the process of retrieving the switch in the switch list corresponding to the approach of the train to the area exiting the area.
  • a process of completing the expropriation release process of the virtual ballast by the train - such that an approach to exiting the area is established first during the turn-back exit process, as the train travels as it has just left the whole
  • the virtual switch is triggered to complete the expropriation of the virtual switch by the train when it is outside the boundary of the virtual switch, thereby creating the necessary conditions for the next successful establishment of the approach into the area.
  • the area in the above method is used for the reversal of a small-traffic train in a nested operation scenario of a large-scale intersection, that is, if the area is the area where the target reentry return point of the small-traffic train is returned, then:
  • the large-traffic train driving trajectory also passes through the area (or the turn-back area), and the virtual turnout data is added to the switch list corresponding to the approach of the large-traffic train passing through the area - thus avoiding train deadlock The deadlock situation.
  • the corresponding to the switch region is adopted.
  • the virtual track is added to the area where the target folding back parking point of the data space is located, and the virtual track is added to the list of the switches corresponding to the way the train enters the area, and the train does not release the parking place when the folding parking point stops.
  • the technical solution of the expropriation of the virtual switch is such that when there is a train staying in the area where the target turning back to the parking spot, since the virtual track of the train is not released, other trains before the train leaves the area It will not be possible to establish an approach into the area, thus avoiding deadlock situations caused by the staleness of the two trains.
  • an embodiment of the present invention provides a switch control method related to a cross approach, which may include:
  • the embodiment of the present invention further provides a switch control method in a cross-over road mutual defense scenario, such as a crossover line and a dual-row type return line, where the data space corresponds to the intersection of the cross way.
  • a cross-over road mutual defense scenario such as a crossover line and a dual-row type return line
  • the data space corresponds to the intersection of the cross way.
  • a virtual switch is added at an intersection corresponding to the intersection of the data space corresponding to the switch region, and corresponding to each route passing through the intersection.
  • the technical scheme of the virtual switch is added to the switch list, so that when a train establishes a route through the intersection, since the virtual switch of the intersection is requisitioned, other trains cannot be established through the intersection.
  • the point of the route thus, can avoid the possibility of train conflicts.
  • Scene 1 The terminal single-pass line side-in and straight-out.
  • FIG. 3a is a scenario in which the switch control scheme according to the prior art is operated in scenario 1, and there may be driving conflicts.
  • Schematic diagram of the deadlock Assume that train b is parked in "return zone 1" and has released all the turns into the "return zone 1" approach (in the picture, switches X1 and X2), but has not yet established the exit "return” The area 1" approach (in the picture, the road X2) is waiting for the return to exit; for the train a has established the way into the "return zone 1" and requisition all the way of the way (the roads X1 and X2 in the picture) ready to enter "Foldback Zone 1".
  • 3b is a schematic diagram showing the improvement of the operation of the switch control method in the scene 1 according to the first embodiment of the present invention, wherein the virtual switch V1 has only one open state, and the parameters such as the position and boundary of the virtual switch V1 are selected to ensure the "train”.
  • the resignation of the virtual ballast V1 is not released, and the requisition is maintained until the train is re-entered from the "return zone 1" and the exit "return zone 1" is successfully established.
  • the premise is that after the approach is released, for example, the distance between the position of the virtual switch V1 and the turn-back parking point in the "return zone 1" is within 10 meters, and the boundary of the virtual switch V1 near the switch X2 is close to the switch X2.
  • the boundary of the virtual switch V1 coincides with this premise; as for the selection of the other side boundary of the virtual switch V1, it can be determined in combination with other operational purposes. For example, the end of the "return zone 1" track can be simply virtualized without considering other factors. The other side of the switch V1; the actual virtual track data can be flexibly selected.
  • 4a is a schematic diagram of the operation of the scenario 2 in accordance with the switch control scheme in the prior art, which may cause a deadlock caused by driving violation: assuming that the small-traffic train c has established an approach into the "return zone 2" and requisitioned All the roads in the road (the roads X3 and X4 in the picture) are ready to enter the “return area 2”, and the big road train d fails to establish the way through the “return area 2” (the reason is that the train c has already acquired the lane X4) However, the X4 boundary can only be temporarily stopped at the vicinity of the road X4.
  • the temporary parking area of the large traffic train d occupying the “return area 2” space may cause the small cross train c to not enter the “return area 2” as a whole – Both train c and train d cannot continue driving and the deadlock causes a deadlock situation, which will block the normal operation of "return zone 2".
  • FIG. 4b is a schematic diagram showing an improved operation of the switch control method in scenario 2 according to the first embodiment of the present invention, wherein the anti-deadlock function similar to that described in FIG. 3b is provided, and the position of the virtual switch V2 and the boundary parameter selection near the X4 side of the switch are provided. Similar to Figure 3b, the similar parameters of V1 are described, and V2 is selected from the boundary parameter of X4 side to ensure that "the large-traffic train d passes through the "(small intersection) turn-back zone 2. The approach is not successfully established. The description of the "large traffic train d temporary parking area occupying the "return zone 2" space causes the small traffic train c not to enter the 'return zone 2'" deadlock situation.
  • FIG. 5a is a schematic diagram of a switch control operation in scenario 3 according to the prior art, which may have a traffic jam and a deadlock.
  • the deadlock situation of scenario 3 is similar to scenario 1 - a train that occupies the "return zone 7" waiting to be driven out.
  • the first step is to enter the "return zone 7" approach, and the exit "return zone 7" approach cannot be established - neither train can drive and the deadlock causes the deadlock situation to occur.
  • This deadlock situation will block the normal operation of "Foldback Zone 7".
  • FIG. 5b is a schematic diagram showing the improvement of the operation of the switch control method in the scenario 3 according to the embodiment of the present invention.
  • the virtual channel V9 parameter selection and the anti-deadlock function are similar to the virtual switch V1 in FIG. 3b and will not be described again.
  • FIG. 6a shows that there may be driving conflicts in the scenario 4 operation according to the switch control scheme in the prior art.
  • Schematic diagram of a deadlock This scenario is similar to scenario 1, and will not be described in detail.
  • FIG. 6b is a schematic diagram showing the improvement of the operation of the switch control method in the scenario 4 according to the embodiment of the present invention.
  • the parameter selection and the anti-deadlock function of the virtual switch V10 are similar to the virtual switch V1 in FIG. 3b, and are not described again.
  • Scenario 5 Single-row reentry line reentry.
  • FIG. 7a is a schematic diagram of a deadlock caused by a traffic violation in scenario 5 according to the switch control scheme in the prior art: this scenario is similar to scenario 1, and will not be described in detail.
  • FIG. 7b is a schematic diagram of an improved operation of the switch control method in the scenario 5 according to the embodiment of the present invention.
  • the virtual channel V11 parameter selection and the anti-deadlock function are similar to the virtual switch V1 in FIG. 3b, and are not described again.
  • FIG. 8a is a schematic diagram of the switch control scheme in the prior art according to the switch control scheme of the prior art, and there may be a shortage of cross-entry safety protection and a deadlock of driving: driving into the “return zone 3” approach and exiting the “return zone 4” If the roads intersect, if there are not enough protective measures, the two cross-entry approaches may be established at the same time and there is a safety hazard of driving conflicts; in scenario 6, the "turnback zone 3" has a similar death in the scenario 1 "turnback zone 1" The hidden danger of the lock; in the "return area 4" in scene 6, there is a hidden danger of driving deadlock similar to "return area 7" in scene 3.
  • V5 is at the boundary point of the associated track, and the vertical line of the track is near the vertical projection point of the center line of the track, and one of the two open states of V5 is “the first direction”.
  • Opening means that the channel ⁇ X5 and the switch X6 can establish the direction of the channel entering the "return zone 3" approach, and the other open state of the V5 "the second direction is open” means that the channel ⁇ X7 and the switch X8 can be connected.
  • the process of using the virtual switch V3 scheme to prevent the "return zone 3" from entering and exiting the train deadlock is similar to the scenario in which the virtual switch V1 is used to prevent the "detour zone 1" driving deadlock process, and the virtual switch V4 scheme is used to prevent "
  • the process of entering and exiting the train in the turn-back zone 4" is similar to the deadlock process in the scenario 3 using the virtual switch V9 to prevent the "turnback zone 7"; wherein the virtual switch V5 is programmed into the "return zone 3" Route
  • the two approaches constitute an apparent hostile relationship that enables the use of hostile approach protection logic to achieve perfect cross-entry protection.
  • FIG. 9a is a schematic diagram of a switch control scheme according to the prior art running in scenario 7, and there may be a shortage of cross-entry safety protection and a deadlock of driving: driving into the “return zone 5” approach and exiting the “return zone 6” approach If there are not enough protective measures, the two cross-cutting approaches may be established at the same time and there is a safety hazard of driving conflicts; in scenario 7, the "turnback area 5" has a deadlock similar to the "returning area 1" in scene 1. Hidden danger; in the scene 7, there is a train that occupies the "return zone 6" waiting for the exit.
  • the first step is to enter the "return zone 6" approach, and the exit "return zone 6" cannot be established.
  • "Incoming Road - The deadlock situation of the two trains is deadlocked. This deadlock situation will block the normal operation of "Foldback Zone 6".
  • FIG. 9b is a schematic diagram showing an improvement of the operation of the switch control method in the scene 7 according to the second embodiment of the present invention, wherein the position of the virtual track V8 is the position of the track intersection where the track is located, because it is at the position of the actual approach intersection.
  • the boundary point and the opening state and the number of states shall not be arbitrarily selected: the boundary point of the associated track is the vertical projection point of the center line of the track at the boundary point of the track, and one of the two open states of the V8 is "opened in the first direction".
  • the process of using the virtual switch V6 scheme to prevent the "return zone 5" from entering and exiting the train deadlock is similar to the scenario in which the virtual switch V1 is used to prevent the "detour zone 1" driving deadlock process, and the virtual switch V7 scheme is used to prevent "
  • the process of entering and exiting the train in the turn-back zone 6" is similar to the deadlock process in the scenario 3 using the virtual switch V9 to prevent the "turnback zone 7"; wherein the virtual switch V8 is programmed into the "return zone 5" respectively.
  • the approach and exit of the "return zone 6" approach, the two routes constitute an obvious hostile relationship, making the use of hostile approach protection logic to achieve a perfect cross-road protection.
  • Embodiment 1 and Embodiment 2 are respectively illustrated by the embodiments in multiple scenarios in the embodiment of the present invention.
  • a human-machine interface may be further added for the geographic location or topological position, boundary, open state and state number, requisition and release, etc. according to the virtual switch.
  • Data showing the site layout and/or reality of the virtual switch The expropriation and release process and information of the virtual switch are displayed.
  • an embodiment of the present invention provides a switch control system 1000, which may include:
  • a building unit 1001 configured to construct a data space corresponding to the switch area
  • the adding unit 1002 is configured to add a virtual switch in a region where the target folding back parking point of the data space is located;
  • the management unit 1003 is configured to add the virtual switch data to the switch list corresponding to the approach of the train into the area, and the train does not release the expropriation of the virtual switch when the turn-off parking point stops.
  • the management unit 1003 is further configured to complete, before the train exits the area, the actual switch in the switch list corresponding to the approach of the train to the area exiting the area. After the expropriation process, the release process of the virtual switch by the train is completed.
  • the area is an area where the target turn-back parking point of the small-traffic train is folded back; the adding unit 1002 is specifically used for a list of the roads corresponding to the approach of the large-travel train passing through the area.
  • the virtual switch data is added to the data.
  • system 1000 further includes:
  • the human machine interface unit 1004 is configured to display a site layout including the virtual switch and/or display an expropriation and release process and information of the virtual switch in real time.
  • the system of an embodiment of the invention may be, for example, a computer device.
  • a virtual switch is added in the area where the target folding return parking point corresponding to the data space of the switch zone is located, and the switch corresponding to the approach of the train entering the area is selected.
  • the train does not release the technical solution for the requisition of the virtual switch when the return parking point stops, so that when the target turns back to the parking spot
  • the virtual switch that is expropriated by the train will not be released. Therefore, before the train leaves the area, other trains will not be able to establish an approach into the area, thus avoiding the stalemate of the two trains. The deadlock situation.
  • an embodiment of the present invention provides a switch control system 1100 related to a cross-entry, which may include:
  • a building unit 1101 configured to construct a data space corresponding to the switch area
  • An adding unit 1102 configured to add a virtual switch at an intersection of the data space corresponding to the intersection;
  • the management unit 1103 is configured to add the virtual track to the switch list corresponding to each route through the intersection.
  • system 1100 further includes:
  • the human machine interface unit 1104 is configured to display a site layout including the virtual switch and/or a real-time display of the expropriation and release process and information of the virtual switch.
  • the system of an embodiment of the invention may be, for example, a computer device.
  • a virtual switch is added at an intersection corresponding to the intersection of the data space corresponding to the switch region, and corresponding to each route passing through the intersection.
  • the technical scheme of the virtual switch is added to the switch list, so that when a train establishes a route through the intersection, since the virtual switch of the intersection is requisitioned, other trains cannot be established through the intersection.
  • the point of the route thus, can avoid the possibility of train conflicts.
  • an embodiment of the present invention further provides a computer device 1200.
  • the computer device 1200 can include a processor 1201, a memory 1202, a bus 1203, and a communication interface 1204; the memory 1202 is configured to store a program 1205, the program 1205 includes a computer execution finger
  • the processor 1201 is coupled to the memory 1202 via the bus 1203. When the computer device 1200 is running, the processor 1201 executes the program 1205 stored by the memory 1202 to cause the computer device 1200.
  • the switch control method according to the first embodiment of the method is performed, or the switch control method involving the cross approach as described in the second embodiment of the method.
  • Embodiments of the present invention also provide a computer readable storage medium storing one or more programs, the one or more programs including instructions that, when executed by a computer device including one or more processors The computer device performs the switch control method as described in the first embodiment of the method, or the switch control method related to the cross-entry as described in the second embodiment of the method above.
  • the disclosed system, apparatus, and method may be implemented in other manners.
  • the device embodiments described above are merely illustrative.
  • the division of cells is only a logical function division.
  • multiple units or components may be combined or integrated. Go to another system, or some features can be ignored or not executed.
  • the mutual coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection through some interface, device or unit, and may be in an electrical, mechanical or other form.
  • the units described as separate components may or may not be physically separated as a unit
  • the displayed components may or may not be physical units, ie may be located in one place, or may be distributed over multiple network elements. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of the embodiment.
  • each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.
  • the above integrated unit can be implemented in the form of hardware or in the form of a software functional unit.
  • An integrated unit if implemented in the form of a software functional unit and sold or used as a standalone product, can be stored in a computer readable storage medium.
  • the technical solution of the present invention which is essential or contributes to the prior art, or all or part of the technical solution, may be embodied in the form of a software product stored in a storage medium.
  • a number of instructions are included to cause a computer device (which may be a personal computer, server, or network device, etc.) to perform all or part of the steps of the various embodiments of the present invention.
  • the foregoing storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk, and the like. .

Abstract

一种道岔控制方法包括：构建对应于道岔区域的数据空间（101）；在所述数据空间的目标折返停车点所处区域添加虚拟道岔（102）；在列车驶入所述区域的进路对应的道岔列表中加入所述虚拟道岔（103）；所述列车在所述折返停车点停车时不释放对所述虚拟道岔的征用（104）。还提供了一种道岔控制系统。该方法和系统可解决折返区死锁和交叉进路安全防护不足的问题。

Description

道岔控制方法和系统 技术领域
本发明涉及轨道交通道岔控制领域，具体涉及一种道岔控制方法和系统。
背景技术
在轨道交通控制技术中，道岔控制是保障轨道交通运营安全和运营持续性的基础过程之一。
列车按行车计划行进通过道岔区域，从空间角度看该行车计划代表该列车行车轨迹，该轨迹体现为所要通过的道岔区域的具体进路安排和进路建立，该进路安排对应具体的道岔连同其状态列表中的单条记录，该进路的建立过程就是为该列车安全行进而在距离该列车前方安全距离处由该单条记录中所有道岔为该列车通过按该记录中相应状态被征用的过程。
一条进路建立过程中一次性几乎同时完成对该进路中所有道岔的征用，随着列车在该进路中行进，当列车安全通过该进路中具体道岔时(列车整体刚离开该道岔而处在该道岔的边界外)，将使该道岔的征用被释放(以供下一列车通过该道岔时再次征用该道岔)，这样情形可多次发生直到列车安全通过该进路并释放进路所对应的所有道岔的征用；该列车继续行进直到接近行车计划所涉及的下一个进路重复上述过程…最终该列车将在该行车计划所对应轨迹的终点所在的停车点停车。为了运营需要一般该轨迹的终点所在的停车点处在折返停车点区域。
通常公认的道岔安全控制逻辑中任一时刻任何敌对进路都不允许同时建立，列车对道岔的征用具有独占性(或排他性)，即：一个具体的道岔在任一时刻只可能被具体的一列列车征用，处于被征用状态的道岔只有该征用被释放后才可能被再次征用。
实践发现，上述列车按行车计划行进通过道岔区域过程所对应的道岔控制方案在折返停车点所处区域(简称“折返区”)运行中却存在弊端：例如，当一列列车驶入折返区并停车也就是尚未驶出折返区时，若另一列列车建立了驶入该折返区的进路，则，由于道岔被另一列列车征用，折返区所停的一列列车 将无法建立驶出折返区的进路，同时，由于折返区被占用，另一列建立了驶入折返区进路的列车将无法驶入折返区，于是，两列列车将发生僵持导致死锁情形发生，此死锁情形将阻断折返区正常运营。更为严重的，对于存在交叉进路的场景，可能会发生两列列车冲突的严重问题。
可见，上述现有道岔控制方案的基本控制逻辑如“任何时刻存在敌对关系的所有进路中只有一条能够建立起来供列车通过”、“任何时刻一个道岔只可能被一列列车征用”已经很好满足，但存在折返区死锁情形和交叉进路安全防护不足问题，这种问题在多种轨道交通制式如铁路、地铁、轻轨、有轨电车、单轨列车、磁悬浮列车等多种轨道交通系统运营中都可能碰到，该问题在全面采用现代计算机、软件、通信及自动控制技术的现代信号系统(如CBTC(Communication Based Train Control System，基于无线通信的列车自动控制系统))中是必须要解决的重要技术问题。
发明内容
本发明实施例提供一种道岔控制方法和系统，以解决折返区死锁情形和交叉进路安全防护不足等问题。
本发明第一方面提供一种道岔控制方法，包括：构建对应于道岔区域的数据空间；在所述数据空间的目标折返停车点所处区域添加虚拟道岔；在列车驶入所述区域的进路对应的道岔列表中加入所述虚拟道岔；所述列车在所述折返停车点停车时不释放对所述虚拟道岔的征用。
本发明第二方面提供一种涉及交叉进路的道岔控制方法，包括：构建对应于道岔区域的数据空间；在所述数据空间对应于所述交叉进路的交叉点添加虚拟道岔；在通过所述交叉点的每一条进路对应的道岔列表中加入所述虚拟道岔。
本发明第三方面提供一种道岔控制系统，包括：构建单元，用于构建对应于道岔区域的数据空间；添加单元，用于在所述数据空间的目标折返停车点所处区域添加虚拟道岔；管理单元，用于在列车驶入所述区域的进路对应的道岔列表中加入所述虚拟道岔数据，所述列车在所述折返停车点停车时不释放对所述虚拟道岔的征用。
本发明第四方面提供一种涉及交叉进路的道岔控制系统，包括：构建单元，用于构建对应于道岔区域的数据空间；添加单元，用于在所述数据空间对应于所述交叉进路的交叉点添加虚拟道岔；管理单元，用于在通过所述交叉点的每一条进路对应的道岔列表中加入所述虚拟道岔。
本发明第五方面提供一种计算机设备，所述计算机设备包括处理器、存储器、总线和通信接口；所述存储器用于存储程序，所述程序包括计算机执行指令，所述处理器与所述存储器通过所述总线连接，当所述计算机设备运行时，所述处理器执行所述存储器存储的程序，以使所述计算机设备执行如本发明第一方面所述的道岔控制方法，或者如本发明第二方面所述的涉及交叉进路的道岔控制方法。
本发明第六方面提供一种存储一个或多个程序的计算机可读存储介质，所述一个或多个程序包括指令，所述指令当被包括一个或多个处理器的计算机设备执行时使所述计算机设备执行如本发明第一方面所述的道岔控制方法，或者如本发明第二方面所述的涉及交叉进路的道岔控制方法。
由上可见，在本发明的一些可行的实施方式中，采用在对应于道岔区域的数据空间的目标折返停车点所处区域添加虚拟道岔，在列车驶入所述区域的进路对应的道岔列表中加入所述虚拟道岔，所述列车在所述折返停车点停车时不释放对所述虚拟道岔的征用的技术方案，使得，当目标折返停车点所处区域中有列车停留时，由于该列车征用的虚拟道岔不会被释放，因此，在该列车驶出该区域之前，其它列车将不能建立驶入该区域的进路，从而，可以避免两列列车僵持导致的死锁情形。
在本发明的另一些可行的实施方式中，采用在对应于道岔区域的数据空间对应于所述交叉进路的交叉点添加虚拟道岔，在通过所述交叉点的每一条进路对应的道岔列表中加入所述虚拟道岔的技术方案，使得，当有一列列车建立通过所述交叉点的进路后，由于所述交叉点的虚拟道岔被征用，其它列车将不能建立通过所述交叉点的进路，从而，可以避免出现列车冲突的可能。
附图说明
为了更清楚地说明本发明实施例技术方案，下面将对实施例和现有技术描 述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其它的附图。
图1是本发明第一实施例提供一种道岔控制方法流程示意图；
图2是本发明第二实施例提供一种道岔控制方法流程示意图；
图3a是现有技术方案在场景1中运行导致问题的示意图；
图3b是本发明技术方案在场景1中运行的改进示意图；
图4a是现有技术方案在场景2中运行导致问题的示意图；
图4b是本发明技术方案在场景2中运行的改进示意图；
图5a是现有技术方案在场景3中运行导致问题的示意图；
图5b是本发明技术方案在场景3中运行的改进示意图；
图6a是现有技术方案在场景4中运行导致问题的示意图；
图6b是本发明技术方案在场景4中运行的改进示意图；
图7a是现有技术方案在场景5中运行导致问题的示意图；
图7b是本发明技术方案在场景5中运行的改进示意图；
图8a是现有技术方案在场景6中运行导致问题的示意图；
图8b是本发明技术方案在场景6中运行的改进示意图；
图9a是现有技术方案在场景7中运行导致问题的示意图；
图9b是本发明技术方案在场景7中运行的改进示意图；
图10是本发明一个实施例提供一种道岔控制系统的结构示意图；
图11是本发明另一个实施例提供一种道岔控制系统的结构示意图；
图12是本发明一个实施例提供一种计算机设备的结构示意图。
具体实施方式
为了使本技术领域的人员更好地理解本发明方案，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分的实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都应当属于本发明保护的范围。
本发明的说明书和权利要求书及上述附图中的术语“第一”、“第二”、“第三”等是用于区别不同的对象，而不是用于描述特定顺序。此外，术语“包括”和“具有”以及它们任何变形，意图在于覆盖不排他的包含。例如包含了一系列步骤或单元的过程、方法、系统、产品或设备没有限定于已列出的步骤或单元，而是可选地还包括没有列出的步骤或单元，或可选地还包括对于这些过程、方法、产品或设备固有的其它步骤或单元。
下面通过具体实施例，分别进行详细的说明。
(实施例一、)
请参考图1，本发明一个实施例提供一种道岔控制方法，可包括：
101、构建对应于道岔区域的数据空间；
102、在所述数据空间的目标折返停车点所处区域添加虚拟道岔；
103、在列车驶入所述区域的进路对应的道岔列表中加入所述虚拟道岔；
104、所述列车在所述折返停车点停车时不释放对所述虚拟道岔的征用。
可选的，步骤104还可以包括：
105、在所述列车驶出所述区域过程中，先完成所述列车对驶出所述区域的进路对应的道岔列表中的实际道岔的征用过程，后完成所述列车对所述虚拟道岔的释放过程。
可选的，所述区域是小交路列车折返的目标折返停车点所处区域，所述添加虚拟道岔的步骤102可以包括：在大交路列车行车通过所述区域的进路对应的道岔列表中加入所述虚拟道岔数据。
需要强调说明的，上述的各步骤中所述区域是指目标折返停车点所处区域，也可以简称为折返区。
由上可见，针对道岔控制中折返区死锁情形和交叉进路安全防护不足等问题，本发明在“控制系统中的数据记录空间(简称数据空间)与被控实体构成的现实空间存在映射关系”思路基础上，进一步为数据空间引入虚拟道岔这一在现实空间不一定存在其对应物却在数据空间能充分发挥进路敌对关系和道岔被征用独占性控制逻辑的虚拟物，在数据记录空间虚拟道岔与真实道岔一样在站场布局中有被其数据限定的地理位置和拓扑位置(真实道岔位置就是所涉 及的轨道中线的交叉点或分岔点所在位置，虚拟道岔的位置参数的选取是根据其设立目的而确定)、边界(以真实道岔涉及的轨道中线的交叉点或分岔点为中心，通往道岔外部的每个轨道中线都有就近警冲标在该轨道中线的垂直投影点——此投影点就作为该道岔在该轨道侧的边界；虚拟道岔的位置、边界等参数的选取是根据其设立目的而确定)、开通状态及状态数目、被征用及释放、被编入具体进路等多方面描述，在此虚拟物基础上形成了本发明提供的道岔控制方法。
本发明的道岔控制方法包括在数据记录空间的目标折返停车点所处区域添加虚拟道岔，通过在列车驶入该区域的进路对应的道岔列表中加入所述虚拟道岔数据的方式使此虚拟道岔被编入列车进入该区域的进路中，通过规划所述虚拟道岔在所述区域的位置及边界使所述列车在所述折返停车点停车时不释放对所述虚拟道岔的征用——这样能达到所述列车停车时已释放驶入该区域的进路中当前离列车最近的真实道岔以便为所述列车将折返驶出该区域而成功建立驶出该区域的进路创造条件，此时由于所述虚拟道岔仍处于被征用状态而使其它列车不能成功建立进入该区域的进路。
上述方法说明所述列车驶入所述折返区域的过程，还包括所述列车驶出所述区域过程中，先完成所述列车对驶出所述区域的进路对应的道岔列表中道岔的征用过程，后完成所述列车对所述虚拟道岔的征用释放过程——这样能达到折返驶出过程中先建立驶出所述区域的进路，随着所述列车行进当其整体刚离开所述虚拟道岔而处在所述虚拟道岔的边界外时触发完成所述列车对所述虚拟道岔的征用被释放，进而为下一次成功建立驶入该区域的进路而创造必要条件。
以上方法中的所述区域如果是供大小交路嵌套运营场景下的小交路列车折返使用，即，假设所述区域是小交路列车折返的目标折返停车点所处区域，那么：如果大交路列车行车轨迹也通过该区域(或者说折返区)，则在大交路列车行车通过所述区域的进路对应的道岔列表中加入所述虚拟道岔数据——这样能避免列车僵持导致的死锁情形。
由上可见，在本发明的一些可行的实施方式中，采用在对应于道岔区域的 数据空间的目标折返停车点所处区域添加虚拟道岔，在列车驶入所述区域的进路对应的道岔列表中加入所述虚拟道岔，所述列车在所述折返停车点停车时不释放对所述虚拟道岔的征用的技术方案，使得，当目标折返停车点所处区域中有列车停留时，由于该列车征用的虚拟道岔不会被释放，因此，在该列车驶出该区域之前，其它列车将不能建立驶入该区域的进路，从而，可以避免两列列车僵持导致的死锁情形。
(实施例二、)
请参考图2，本发明一个实施例提供一种涉及交叉进路的道岔控制方法，该方法可包括：
201、构建对应于道岔区域的数据空间；
202、在所述数据空间对应于所述交叉进路的交叉点添加虚拟道岔；
203、在通过所述交叉点的每一条进路对应的道岔列表中加入所述虚拟道岔。
基于与实施例一同样思路，本发明实施例还提供在交叉渡线、双横列式折返线等涉及交叉进路互防场景下的道岔控制方法，在数据空间对应于所述交叉进路的交叉点添加虚拟道岔，在通过所述交叉点的每一条进路对应的道岔列表中加入所述虚拟道岔数据——这样的数据安排能充分体现出通过所述交叉点的所有进路间的敌对关系从而使敌对进路防护逻辑发挥作用。
由上可见，在本发明的一些可行的实施方式中，采用在对应于道岔区域的数据空间对应于所述交叉进路的交叉点添加虚拟道岔，在通过所述交叉点的每一条进路对应的道岔列表中加入所述虚拟道岔的技术方案，使得，当有一列列车建立通过所述交叉点的进路后，由于所述交叉点的虚拟道岔被征用，其它列车将不能建立通过所述交叉点的进路，从而，可以避免出现列车冲突的可能。
为便于更好的理解本发明实施例提供的技术方案，下面通过若干个具体场景下的实施方式为例，对本发明技术方案进行进一步介绍。
场景1：终点站单渡线侧进直出折返。
图3a为按照现有技术中的道岔控制方案在场景1运行，可能存在行车抵触 而导致死锁的示意图：假设列车b处于停靠在“折返区1”且已经释放了驶入“折返区1”进路中所有道岔(图中道岔X1和X2)，但尚未建立驶出“折返区1”进路(图中道岔X2)情形等待折返驶出；为列车a已经建立驶入“折返区1”的进路而征用该进路所有道岔(图中道岔X1和X2)准备驶入“折返区1”。该方案的结果是：列车b因不能建立驶出“折返区1”进路(原因在于图中道岔X2已被列车a征用)而不能驶出且持续占用“折返区1”，列车a虽然已经建立驶入“折返区1”的进路但列车a不能驶入“折返区1”(原因在于图中列车b持续占用“折返区1”)，于是，列车a和列车b都不能行驶而且僵持导致死锁情形发生，此死锁情形将阻断“折返区1”正常运营。
图3b为根据本发明实施例一的道岔控制方法在场景1中运行的改进示意图，其中的虚拟道岔V1的开通状态就只有一个，虚拟道岔V1的位置和边界等参数的选取是以保证“列车进入“折返区1”停靠在其中折返停车点时不释放对虚拟道岔V1的征用，且该征用一直保持到该列车从“折返区1”折返驶出过程中成功建立驶出“折返区1”进路后才会被释放”为前提，比如选取“虚拟道岔V1的位置与“折返区1”中折返停车点间距离在10米范围内，虚拟道岔V1靠近道岔X2侧的边界与道岔X2靠近虚拟道岔V1侧的边界重合”就可以满足该前提；至于虚拟道岔V1的另一侧边界的选取可以结合其它运营目的确定，比如不考虑其它因素可以简单地把“折返区1”轨道末端作为虚拟道岔V1的另一侧边界；实际中虚拟道岔的数据可以灵活选择。假设列车b处于停靠在“折返区1”且已经释放了驶入“折返区1”进路中的真实道岔(图中道岔X1和X2)但仍然征用被编入驶入“折返区1”进路的虚拟道岔V1；列车a由于虚拟道岔V1被列车b征用而不能建立驶入“折返区1”的进路因而列车a不能征用道岔X2(此时列车a在驶入“折返区1”进路外停车等待)；列车b驶出“折返区1”过程中先建立列车驶出“折返区1”进路而征用道岔X2，随着列车b行进当其整体刚离开虚拟道岔V1而处在V1的边界外时触发完成列车b对虚拟道岔V1的征用被释放，此时刻因道岔X2仍被列车b征用而使驶入“折返区1”进路不能成功建立；直到列车b行进完全驶离“折返区1”并进一步离开道岔X2而处在X2的边界外时触发完成列车b对道岔X2的征用被释放——此时刻列车b已完成在“折返区1”的折返 过程，“折返区1”已无列车占用，道岔X2和虚拟道岔V1都未被征用——此情形为列车a成功建立驶入“折返区1”进路创造好条件；整个“折返区1”运行过程中将不会出现死锁。
场景2：中间站单渡线侧进直出折返。
图4a为按照现有技术中的道岔控制方案在场景2运行，可能存在行车抵触而导致死锁的示意图：假设小交路列车c已经建立驶入“折返区2”的进路而征用该进路所有道岔(图中道岔X3和X4)准备驶入“折返区2”，大交路列车d因未能建立通过“折返区2”的进路(原因在于图中列车c已征用道岔X4)而只能以道岔X4边界为危险点临时停在道岔X4附近，大交路列车d临时停车区域占用“折返区2”空间可能导致小交路列车c不能整体驶入“折返区2”——列车c和列车d都不能继续行驶而且僵持导致死锁情形发生，此死锁情形将阻断“折返区2”正常运营。
图4b为根据本发明实施例一的道岔控制方法在场景2中运行的改进示意图，其中已具备类似图3b描述的防死锁作用，虚拟道岔V2的位置和靠近道岔X4侧的边界参数选取情形类似图3b描述V1类似参数，V2远离X4侧边界参数选取以保证“大交路列车d通过“(小交路)折返区2进路未成功建立前列车d停车等待时不会出现类似图4a描述的“大交路列车d临时停车区域占用“折返区2”空间导致小交路列车c不能整体驶入‘折返区2’”死锁情形。
场景3：终点站单渡线直进侧出折返。
图5a为按照现有技术中的道岔控制方案在场景3运行，可能存在行车抵触而导致死锁的示意图：场景3的死锁情形类似场景1——占用“折返区7”等待驶出的列车在其它列车(图中列车g)先一步建立驶入“折返区7”进路的情形下而不能建立驶出“折返区7”进路——两列车都不能行驶而且僵持导致死锁情形发生，此死锁情形将阻断“折返区7”正常运营。
图5b为根据本发明实施例一的道岔控制方法在场景3中运行改进示意图，其中虚拟道岔V9参数选取和防死锁作用与图3b中虚拟道岔V1类似不再赘述。
场景4：中间站单渡线直进侧出折返。
图6a为按照现有技术中的道岔控制方案在场景4运行可能存在行车抵触而 导致死锁的示意图：此情形类似场景1，不再详细描述。
图6b为根据本发明实施例一的道岔控制方法在场景4中运行的改进示意图，其中虚拟道岔V10参数选取和防死锁作用与图3b中虚拟道岔V1类似，不再赘述。
场景5：单横列式折返线折返。
图7a为按照现有技术中的道岔控制方案在场景5运行可能存在行车抵触而导致死锁的示意图：此情形类似场景1，不再详细描述。
图7b为根据本发明实施例一的道岔控制方法在场景5中运行的改进示意图，其中虚拟道岔V11参数选取和防死锁作用与图3b中虚拟道岔V1类似，不再赘述。
场景6：交叉渡线交替折返。
图8a为按照现有技术中的道岔控制方案在场景6运行，可能存在交叉进路安全防护不足及行车死锁的示意图：驶入“折返区3”进路与驶出“折返区4”进路相交叉，如无足够防护措施则此两条交叉进路有可能被同时建立而存在行车冲突的安全隐患；场景6中“折返区3”存在类似场景1中“折返区1”的行车死锁隐患；场景6中“折返区4”存在类似场景3中“折返区7”的行车死锁隐患。
图8b为根据本发明实施例二的道岔控制方法在场景6中运行的改进示意图，其中虚拟道岔V5的位置就是其所在的渡线交叉点所在位置，因其处于真实的进路交叉点上其位置、边界点和开通状态及状态数目不得随意选取：V5在关联轨道的边界点为该轨道中线就近警冲标在该轨道中线的垂直投影点，V5的两个开通状态之一“第一方向开通”是指能连通道岔X5和道岔X6建立驶入“折返区3”进路的通道方向，V5的另一个开通状态“第二方向开通”是指能连通道岔X7和道岔X8建立驶出“折返区4”进路的通道方向。其中采用虚拟道岔V3方案防止“折返区3”驶入、驶出列车出现死锁的过程类似场景1中采用虚拟道岔V1防止“折返区1”的行车死锁过程，采用虚拟道岔V4方案防止“折返区4”驶入、驶出列车出现死锁的过程类似场景3中采用虚拟道岔V9防止“折返区7”的行车死锁过程；其中虚拟道岔V5被分别编入驶入“折返区3”进路 与驶出“折返区4”进路，这两条进路构成明显的敌对关系使得采用敌对进路防护逻辑实现完善的交叉进路防护。
场景7：双横列式折返线交替折返。
图9a为按照现有技术的道岔控制方案在场景7运行，可能存在交叉进路安全防护不足及行车死锁的示意图：驶入“折返区5”进路与驶出“折返区6”进路相交叉，如无足够防护措施则此两条交叉进路有可能被同时建立而存在行车冲突的安全隐患；场景7中“折返区5”存在类似场景1中“折返区1”的行车死锁隐患；场景7中存在占用“折返区6”等待驶出的列车在其它列车(图中列车f)先一步建立驶入“折返区6”进路的情形下而不能建立驶出“折返区6”进路——两列车僵持死锁情形发生，此死锁情形将阻断“折返区6”正常运营。
图9b为根据本发明实施例二的道岔控制方法在场景7中运行的改进示意图，其中虚拟道岔V8的位置就是其所在的轨道交叉点所在位置，因其处于真实的进路交叉点上其位置、边界点和开通状态及状态数目不得随意选取：V8在关联轨道的边界点为该轨道中线就近警冲标在该轨道中线的垂直投影点，V8的两个开通状态之一“第一方向开通”是指能连通道岔X9和道岔X10建立驶入“折返区5”进路的通道方向，V5的另一个开通状态“第二方向开通”是指能连通道岔X11和道岔X12建立驶出“折返区6”进路的通道方向。其中采用虚拟道岔V6方案防止“折返区5”驶入、驶出列车出现死锁的过程类似场景1中采用虚拟道岔V1防止“折返区1”的行车死锁过程，采用虚拟道岔V7方案防止“折返区6”驶入、驶出列车出现死锁的过程类似场景3中采用虚拟道岔V9防止“折返区7”的行车死锁过程；其中虚拟道岔V8被分别编入驶入“折返区5”进路与驶出“折返区6”进路，这两条进路构成明显的敌对关系使得采用敌对进路防护逻辑实现完善的交叉进路防护。
由上可见，本发明实施例通过多个场景下的实施方式分别对实施例一和实施例二的方法进行了举例说明。
需要说明的是，以上采用虚拟道岔进行道岔控制的方法中，还可以再加入人机界面，用于根据虚拟道岔相关的地理位置或拓扑位置、边界、开通状态及状态数目、被征用及释放等数据，显示含有所述虚拟道岔的站场布局和/或实 时显示所述虚拟道岔的征用和释放过程及信息。
(实施例三、)
为了更好的实施本发明实施例的上述方案，下面还提供用于配合实施上述方案的相关装置。
请参考图10，本发明实施例提供一种道岔控制系统1000，可包括：
构建单元1001，用于构建对应于道岔区域的数据空间；
添加单元1002，用于在所述数据空间的目标折返停车点所处区域添加虚拟道岔；
管理单元1003，用于在列车驶入所述区域的进路对应的道岔列表中加入所述虚拟道岔数据，所述列车在所述折返停车点停车时不释放对所述虚拟道岔的征用。
在一些实施例中，所述管理单元1003，还用于在所述列车驶出所述区域过程中，先完成所述列车对驶出所述区域的进路对应的道岔列表中的实际道岔的征用过程，后完成所述列车对所述虚拟道岔的释放过程。
在一些实施例中，所述区域是小交路列车折返的目标折返停车点所处区域；所述添加单元1002，具体用于在大交路列车行车通过所述区域的进路对应的道岔列表中加入所述虚拟道岔数据。
在一些实施例中，所述系统1000还包括：
人机界面单元1004，用于显示含有所述虚拟道岔的站场布局和/或实时显示所述虚拟道岔的征用和释放过程及信息。
本发明实施例的系统例如可以是计算机设备。
可以理解，本发明实施例的系统的各个功能模块的功能可根据上述方法实施例中的方法具体实现，其具体实现过程可参照上述方法实施例中的相关描述，此处不再赘述。
由上可见，在本发明的一些可行的实施方式中，采用在对应于道岔区域的数据空间的目标折返停车点所处区域添加虚拟道岔，在列车驶入所述区域的进路对应的道岔列表中加入所述虚拟道岔，所述列车在所述折返停车点停车时不释放对所述虚拟道岔的征用的技术方案，使得，当目标折返停车点所处区域中 有列车停留时，由于该列车征用的虚拟道岔不会被释放，因此，在该列车驶出该区域之前，其它列车将不能建立驶入该区域的进路，从而，可以避免两列列车僵持导致的死锁情形。
(实施例四、)
请参考图11，本发明实施例提供一种涉及交叉进路的道岔控制系统1100，可包括：
构建单元1101，用于构建对应于道岔区域的数据空间；
添加单元1102，用于在所述数据空间对应于所述交叉进路的交叉点添加虚拟道岔；
管理单元1103，用于在通过所述交叉点的每一条进路对应的道岔列表中加入所述虚拟道岔。
在一些实施例中，所述系统1100还包括：
人机界面单元1104，用于显示含有所述虚拟道岔的站场布局和/或实时显示所述虚拟道岔的征用和释放过程及信息。
本发明实施例的系统例如可以是计算机设备。
可以理解，本发明实施例的系统的各个功能模块的功能可根据上述方法实施例中的方法具体实现，其具体实现过程可参照上述方法实施例中的相关描述，此处不再赘述。
由上可见，在本发明的一些可行的实施方式中，采用在对应于道岔区域的数据空间对应于所述交叉进路的交叉点添加虚拟道岔，在通过所述交叉点的每一条进路对应的道岔列表中加入所述虚拟道岔的技术方案，使得，当有一列列车建立通过所述交叉点的进路后，由于所述交叉点的虚拟道岔被征用，其它列车将不能建立通过所述交叉点的进路，从而，可以避免出现列车冲突的可能。
(实施例五、)
请参考图12，本发明实施例还提供一种计算机设备1200。
所述计算机设备1200可包括处理器1201、存储器1202、总线1203和通信接口1204；所述存储器1202用于存储程序1205，所述程序1205包括计算机执行指 令，所述处理器1201与所述存储器1202通过所述总线1203连接，当所述计算机设备1200运行时，所述处理器1201执行所述存储器1202存储的程序1205，以使所述计算机设备1200执行如上文方法实施例一所述的道岔控制方法，或者如上文方法实施例二所述的涉及交叉进路的道岔控制方法。
(实施例六、)
本发明实施例还提供一种存储一个或多个程序的计算机可读存储介质，所述一个或多个程序包括指令，所述指令当被包括一个或多个处理器的计算机设备执行时使所述计算机设备执行如上文方法实施例一所述的道岔控制方法，或者如上文方法实施例二所述的涉及交叉进路的道岔控制方法。
在上述实施例中，对各个实施例的描述都各有侧重，某个实施例中没有详细描述的部分，可以参见其它实施例的相关描述。
需要说明的是，对于前述的各方法实施例，为了简单描述，故将其都表述为一系列的动作组合，但是本领域技术人员应该知悉，本发明并不受所描述动作顺序的限制，因为依据本发明，某些步骤可以采用其它顺序或者同时进行。其次，本领域技术人员也应该知悉，说明书中所描述的实施例均属于优选实施例，所涉及的动作和模块并不一定是本发明所必须的。
所属领域的技术人员可以清楚地了解到，为描述的方便和简洁，上述描述的系统，装置和单元的具体工作过程，可以参考前述方法实施例中的对应过程，在此不再赘述。
在本申请所提供的几个实施例中，应该理解到，所揭露的系统，装置和方法，可以通过其它的方式实现。例如，以上所描述的装置实施例仅仅是示意性的，例如，单元的划分，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式，例如多个单元或组件可以结合或者可以集成到另一个系统，或一些特征可以忽略，或不执行。另一点，所显示或讨论的相互之间的耦合或直接耦合或通信连接可以是通过一些接口，装置或单元的间接耦合或通信连接，可以是电性，机械或其它的形式。
作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元 显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部单元来实现本实施例方案的目的。
另外，在本发明各个实施例中的各功能单元可以集成在一个处理单元中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个单元中。上述集成的单元既可以采用硬件的形式实现，也可以采用软件功能单元的形式实现。
集成的单元如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储介质中。基于这样的理解，本发明的技术方案本质上或者说对现有技术做出贡献的部分或者该技术方案的全部或部分可以以软件产品的形式体现出来，该计算机软件产品存储在一个存储介质中，包括若干指令用以使得一台计算机设备(可以是个人计算机，服务器，或者网络设备等)执行本发明各个实施例方法的全部或部分步骤。而前述的存储介质包括：U盘、移动硬盘、只读存储器(ROM，Read-Only Memory)、随机存取存储器(RAM，Random Access Memory)、磁碟或者光盘等各种可以存储程序代码的介质。
以上对本发明实施例所提供的道岔控制方法和系统进行了详细介绍，本文中应用了具体个例对本发明的原理及实施方式进行了阐述，以上实施例的说明只是用于帮助理解本发明的方法及其核心思想；同时，对于本领域的一般技术人员，依据本发明的思想，在具体实施方式及应用范围上均会有改变之处，综上所述，本说明书内容不应理解为对本发明的限制。

Claims (12)

  1. 一种道岔控制方法，其特征在于，包括：
    构建对应于道岔区域的数据空间；
    在所述数据空间的目标折返停车点所处区域添加虚拟道岔；
    在列车驶入所述区域的进路对应的道岔列表中加入所述虚拟道岔；
    所述列车在所述折返停车点停车时不释放对所述虚拟道岔的征用。
  2. 根据权利要求1所述的方法，其特征在于，还包括：
    在所述列车驶出所述区域过程中，先完成所述列车对驶出所述区域的进路对应的道岔列表中的实际道岔的征用过程，后完成所述列车对所述虚拟道岔的释放过程。
  3. 根据权利要求1或2所述的方法，其特征在于，所述区域是小交路列车折返的目标折返停车点所处区域，所述添加虚拟道岔的步骤包括：
    在大交路列车行车通过所述区域的进路对应的道岔列表中加入所述虚拟道岔数据。
  4. 一种涉及交叉进路的道岔控制方法，其特征在于，包括：
    构建对应于道岔区域的数据空间；
    在所述数据空间对应于所述交叉进路的交叉点添加虚拟道岔；
    在通过所述交叉点的每一条进路对应的道岔列表中加入所述虚拟道岔。
  5. 一种道岔控制系统，其特征在于，包括：
    构建单元，用于构建对应于道岔区域的数据空间；
    添加单元，用于在所述数据空间的目标折返停车点所处区域添加虚拟道岔；
    管理单元，用于在列车驶入所述区域的进路对应的道岔列表中加入所述虚拟道岔数据，所述列车在所述折返停车点停车时不释放对所述虚拟道岔的征用。
  6. 根据权利要求5所述系统，其特征在于，
    所述管理单元，还用于在所述列车驶出所述区域过程中，先完成所述列车对驶出所述区域的进路对应的道岔列表中的实际道岔的征用过程，后完成所述 列车对所述虚拟道岔的释放过程。
  7. 根据权利要求5或6所述系统，其特征在于，所述区域是小交路列车折返的目标折返停车点所处区域；
    所述添加单元，具体用于在大交路列车行车通过所述区域的进路对应的道岔列表中加入所述虚拟道岔数据。
  8. 根据权利要求5-7中任一所述系统，其特征在于，还包括：
    人机界面单元，用于显示含有所述虚拟道岔的站场布局和/或实时显示所述虚拟道岔的征用和释放过程及信息。
  9. 一种涉及交叉进路的道岔控制系统，其特征在于，包括：
    构建单元，用于构建对应于道岔区域的数据空间；
    添加单元，用于在所述数据空间对应于所述交叉进路的交叉点添加虚拟道岔；
    管理单元，用于在通过所述交叉点的每一条进路对应的道岔列表中加入所述虚拟道岔。
  10. 如权利要求9所述系统，还包括：
    人机界面单元，用于显示含有所述虚拟道岔的站场布局和/或实时显示所述虚拟道岔的征用和释放过程及信息。
  11. 一种计算机设备，其特征在于，所述计算机设备包括处理器、存储器、总线和通信接口；所述存储器用于存储程序，所述程序包括计算机执行指令，所述处理器与所述存储器通过所述总线连接，当所述计算机设备运行时，所述处理器执行所述存储器存储的程序，以使所述计算机设备执行如权利要求1-3中任一项所述的道岔控制方法，或者如权利要求4所述的涉及交叉进路的道岔控制方法。
  12. 一种存储一个或多个程序的计算机可读存储介质，所述一个或多个程序包括指令，所述指令当被包括一个或多个处理器的计算机设备执行时使所述计算机设备执行如权利要求1-3中任一项所述的道岔控制方法，或者如权利要求4所述的涉及交叉进路的道岔控制方法。
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