WO2022147987A1 - 一种防护车站内列车侧面冲突的方法及系统 - Google Patents

一种防护车站内列车侧面冲突的方法及系统 Download PDF

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Publication number
WO2022147987A1
WO2022147987A1 PCT/CN2021/104727 CN2021104727W WO2022147987A1 WO 2022147987 A1 WO2022147987 A1 WO 2022147987A1 CN 2021104727 W CN2021104727 W CN 2021104727W WO 2022147987 A1 WO2022147987 A1 WO 2022147987A1
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Prior art keywords
train
side guard
trains
guard signal
line
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PCT/CN2021/104727
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English (en)
French (fr)
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梁滨
陈立华
周宇伦
王业扉
惠瑜娜
谭婧雯
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北京全路通信信号研究设计院集团有限公司
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Application filed by 北京全路通信信号研究设计院集团有限公司 filed Critical 北京全路通信信号研究设计院集团有限公司
Priority to EP21917031.3A priority Critical patent/EP4098511A4/en
Publication of WO2022147987A1 publication Critical patent/WO2022147987A1/zh

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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
    • 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
    • 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

Definitions

  • the invention relates to the field of rail traffic, in particular to a method and a system for protecting the side collision of trains in a station.
  • Interlocking equipment is to ensure the safety of trains and shunting operations in railway stations, and to establish a mutual restriction relationship between signals, switches and access roads through technical means.
  • the interlocking equipment arranges the route for the train by turning the switch and checking the position of the switch and the idle condition of the track section, and opens the route after the route is locked and the hostile conditions meet the opening requirements of the route signal.
  • the train signal at the beginning, the train runs according to the signal display.
  • the turnout is driven to the direction of other lines by driving the turnout, but the method of driving the turnout no longer checks whether the turnout has been driven to the desired position and locked. If it is closed, there is a risk of a side collision between a train entering the main route from an adjacent line and a train running in the main route.
  • Each interlocking manufacturer realizes the function of side conflict protection through their own interlocking logic.
  • the logic is inconsistent, and the output results are inconsistent when a danger occurs (alarm information is provided or the system is down), which affects the availability of the system to a certain extent.
  • the present invention proposes a method for protecting the side collision of trains in a station, the method comprising the following steps:
  • the side collision protection in the direction of the main line and/or the side line is activated, and the train enters the track where the main line direction is located.
  • the starting direction of the train is the main line direction or the side line direction
  • the side collision protection adopts one of the following two methods; wherein,
  • the first method is that the side guard signal is turned off, and all track sections from the side guard signal to the train's departure path are idle;
  • the second protection method is to turn the side guard switch to the direction of the non-train departure approach.
  • the side collision protection method adopts:
  • the side guard signal is turned off, and all track sections from the side guard signal to the train's departure path are idle.
  • the side collision protection adopts one of the following two methods; among them,
  • the first method is that the side guard signal is turned off, and all track sections from the side guard signal to the train's departure path are idle;
  • the second protection method is to turn the side guard switch to the direction of the non-train departure approach.
  • the turnout can separate different lines, even if the train does not run according to the signal displayed by the signal (that is, it may pass through the signal indicating the red light), it can also ensure that it will not interact with the train.
  • the present invention also provides a system for preventing side collisions of trains in a station, the system includes an interlocking system, a side guard switch and a side guard signal; wherein,
  • the interlocking system controls the departure and approach of the train
  • the side guard switch and the side guard signal jointly control the side collision protection in the direction of the main line or the side line.
  • the departure and approach direction of the train is the forward line direction or the side line direction.
  • the side collision protection is as follows: the side guard signal is turned off, and all track sections from the side guard signal to the train departure approach are idle; or, the side guard switch is rotated to the direction of the non-train departure approach. .
  • the interlocking system controls that when the train starts in the direction of the first side line, the side guard signal is turned off, and all track sections from the side guard signal to the train's departure path are idle;
  • the interlocking system controls that when the train starts along the main line or the direction of the second side line, the side guard signal is turned off, and all track sections from the side guard signal to the train's starting path are idle; or, the side guard The switch is turned to open in a direction other than the departure of the train.
  • the interlocking system controls the side guard switch to rotate to a direction other than the direction of departure of the train when the train starts and approaches along the main line or the second side line.
  • Figure 1 shows a schematic diagram of a station yard according to the prior art
  • FIG. 2 shows a schematic diagram of X3-S approach side impact protection according to an embodiment of the present invention
  • FIG. 3 shows a schematic diagram of the X1-S approach side impact protection according to an embodiment of the present invention
  • FIG. 4 shows a schematic diagram of X2-S approach side impact protection according to an embodiment of the present invention
  • FIG. 5 shows a schematic diagram of a system for preventing side collisions of trains in a station according to an embodiment of the present invention.
  • the present invention adds inspection and protection conditions for the elements (turnouts, signals, track sections) that may have side conflicts with this approach when handling the train approach, so as to propose a method and system for preventing train side conflicts in a station , which makes the interlocking relationship tighter and reduces the risk of side conflict between trains.
  • Departure entry route X1 ⁇ S (main line departure approach), X2 ⁇ S (second side line departure approach), X3 ⁇ S (first side line departure approach)
  • FIG. 2 is a schematic diagram of side impact protection on the starting route X3 ⁇ S of the first side line in the embodiment of the present invention.
  • the 2nd, 4th and 8th switches will be operated by the interlocking system to the direction of X3 to the S side anti-signal and locked.
  • the second side line 2G approaching the X3 ⁇ S approach may cause a side collision with the train traveling on the X3 ⁇ S approach, resulting in danger.
  • the side guard signal X1 when arranging the first side line starting route X3 ⁇ S, it is necessary to check that the side guard signal X1 is in the off state (red light), and all the traffic signals from the side guard signal X1 to this route must be checked.
  • the track section in this embodiment, the side guard signal X1 is adjacent to the starting route X2 ⁇ S of the second side line, and there is no side guard signal X1 to the track section of this approach
  • the track section is in an idle state, that is, from the side guard signal
  • the red light of the side guard signal X1 is used to block the subsequent trains that may enter this approach.
  • the side guard signal X2 when arranging the first side line starting route X3 ⁇ S, it is necessary to check that the side guard signal X2 is in the off state (red light), and all the traffic signals from the side guard signal X2 to this route must be checked.
  • the track section (6DG in this embodiment) is in an idle state, that is, there is no train running between the side guard signal X2 and this approach, and the red light of the side guard signal X2 is used to block the follow-up traffic signal. A train entering this approach.
  • FIG. 3 is a schematic diagram of the side impact protection of the main line starting route X1 ⁇ S in the embodiment of the present invention.
  • the No. 2 and No. 4 switches will be operated by the interlocking system to the direction of X1 to S signal and locked.
  • the first side line 3G approaching the X1 ⁇ S approach of the main line may cause a side collision with the train traveling on the X1 ⁇ S approach, resulting in danger.
  • the side guard signal X2 when arranging the starting route X1 ⁇ S on the main line, it is necessary to check that the side guard signal X2 is in the off state (red light), and all tracks from the side guard signal X2 to this approach need to be checked.
  • the section (6DG in this embodiment) is in an idle state, that is, there is no train running between the side guard signal X2 and this approach, and the red light of the side guard signal X2 is used to block the subsequent entry. The incoming train.
  • FIG. 4 is a schematic diagram of side impact protection for the second side line starting route X2 ⁇ S in an embodiment of the present invention.
  • turnouts 2 and 6 When arranging the second side line to start X2 ⁇ S, turnouts 2 and 6 will be operated by the interlocking system to the direction of X2 to S signal and locked. At this time, if there is a train from the main line 1G, the first side line 3G approaching the X2 ⁇ S approach may cause a side conflict with the train traveling on the second side line departure approach X2 ⁇ S, resulting in danger.
  • the side guard signal X1 when arranging the second side line starting route X2 ⁇ S, it is necessary to check that the side guard signal X1 is in the off state (red light), and all the lines from the side guard signal X1 to this route must be checked.
  • the track section in this embodiment, the side guard signal X1 is adjacent to the X2 ⁇ S departure route, and there is no side guard signal X1 to the track section of this approach) is in an idle state, that is, from the side guard signal X1 to this route. There is no train running between the routes, and the red light of the side security signal X1 is used to block the subsequent trains that may enter the route.
  • FIG. 5 is a schematic diagram of a system for preventing side collisions of trains in a station according to an embodiment of the present invention.
  • the system includes an interlocking system, a side guard switch and a side guard signal, the interlock system controls the train's departure and approach; the side guard switch and the side guard signal jointly control the side conflict protection in the direction of the main line or the side line.
  • the side guard signal When the interlocking system controls the train to start in the direction of the first side line, the side guard signal is turned off, and all track sections from the side guard signal to the train's departure path are idle.
  • the side guard signal When the interlocking system controls the train to start in the direction of the main line or the second side line, the side guard signal is turned off, and all track sections from the side guard signal to the train's departure path are idle; or, the side guard switch is turned to open. Go in the direction of the non-train departure approach.
  • the turnout can separate different lines, even if the train does not follow the signal displayed by the signal signal (that is, it may pass through the signal signal showing the red light), it can also ensure that it will not interact with the train.
  • the side guard signal is turned off and all track sections from the side guard signal to the train's departure path are idle.

Abstract

一种防护车站内列车侧面冲突的方法，方法包括：列车发车进路，当满足进路条件时，启动在正线（1G）或侧线(2G、3G)方向的侧面冲突防护，列车进入正线（1G）方向所在轨道行驶。还提供一种防护车站内列车侧面冲突的系统，包括联锁系统、侧防道岔(8)和侧防信号机(X1、X2、X3)；其中，联锁系统控制列车发车进路；侧防道岔(8)和侧防信号机(X1、X2、X3)共同控制正线（1G）或侧线(2G、3G)方向的侧面冲突防护。有效防止列车驶入进路内与侧方驶来的列车发生冲突，有助于提高站内列车运行的安全水平。

Description

一种防护车站内列车侧面冲突的方法及系统 技术领域
本发明涉及轨道交通领域，特别涉及一种防护车站内列车侧面冲突的方法及系统。
背景技术
联锁设备是为了保证铁路车站列车和调车作业的安全，在信号机、道岔和进路之间通过技术手段建立相互制约关系的设备。联锁设备按照车站值班员的意图，通过转动道岔并检查道岔位置、轨道区段空闲情况为列车排列进路，并在进路锁闭、敌对条件满足该进路信号开放要求后开放该进路始端的列车信号，列车凭信号显示运行。
铁路信号系统工程设计中，设计人员通过联锁表来体现信号机、道岔、轨道区段、进路之间的联锁关系。国内工程设计联锁表时，设计人员重点关注进路内各设备、以及与该进路重叠的其他进路间的联锁关系，对相邻其他线路的列车有可能在未建立进路的情况下驶入本进路并与本进路列车发生侧面冲突的场景通常没有进行详细设计，仅在相邻线路与本进路衔接处存在超限区段时增加对超限区段空闲的检查，或者在相邻线路至本进路间存在对向道岔时，采用带动道岔的方式将道岔带动至开向其他线路的方向，但带动道岔的方式不再检查道岔是否已经带动至期望的位置并锁闭，存在列车从相邻线路闯入本进路与本进路中正在运行的列车发生侧面冲突的风险。
各个联锁厂家通过各自的联锁逻辑来实现侧面冲突防护的功能，实现逻辑不一致，发生危险是输出的结果也不一致(提供报警信息或者系统宕机)，在一定程度上影响系统的可用性。
发明内容
针对上述问题，本发明提出一种防护车站内列车侧面冲突的方法，所述方法包括以下步骤：
列车发车进路，当满足进路条件时，启动在正线和/或侧线方向的侧面冲突防护，列车进入正线方向所在轨道行驶。
所述列车发车进路方向为正线方向或侧线方向，所述侧面冲突防护采用以下两种方式中的一种；其中，
第一种方式为侧防信号机处于关闭状态，侧防信号机至列车发车进路的所有轨道区段均空闲；
第二种防护方式为将侧防道岔转动至开向非列车发车进路的方向。
当列车沿第一侧线方向发车进路，所述侧面冲突防护方式采用：
侧防信号机处于关闭状态，侧防信号机至列车发车进路的所有轨道区段均空闲。
当列车沿正线或第二侧线方向发车进路，侧面冲突防护采用以下两种方式中的一种；其中，
第一种方式为侧防信号机处于关闭状态，侧防信号机至列车发车进路的所有轨道区段空闲；
第二种防护方式为将侧防道岔转动至开向非列车发车进路的方向。
在防护列车侧面冲突的角度考虑，由于道岔能将不同的线路隔开开来，即使列车未按信号机显示的信号行车(即可能闯过显示红灯的信号机)，也能确保不会与值班员意图中想要办理的进路发生侧面冲突。所以当列车沿正线或第二侧线方向发车进路时，考虑侧面冲突防护时首选将侧防道岔转动至开向非列车发车进路的方向，当侧防道岔因其他进路正在使用等原因无法转动至指定位置时，再检查侧防信号机处于关闭状态以及侧防信号机至列车发车进路的所有轨道区段均处于空闲状态。
本发明还提出一种防护车站内列车侧面冲突的系统，所述系统包括联锁系统、侧防道岔和侧防信号机；其中，
所述联锁系统控制列车发车进路；
所述侧防道岔和侧防信号机共同控制正线或侧线方向的侧面冲突防护。
所述列车发车进路方向为正线方向或侧线方向。
所述侧面冲突防护为：所述侧防信号机关闭，侧防信号机至列车发车进路的所有轨道区段均空闲；或者，所述侧防道岔转动至开向非列车发车进路的方向。
所述联锁系统控制列车沿第一侧线方向发车进路时，所述侧防信号机关闭，侧防信号机至列车发车进路的所有轨道区段均空闲；
所述联锁系统控制列车沿正线或第二侧线方向发车进路时，所述侧防信号机关闭，侧防信号机至列车发车进路的所有轨道区段空闲；或者，所述侧防道岔转动至开向非列车发车进路的方向。
优选地，所述联锁系统控制列车沿正线或第二侧线方向发车进路时，所述侧防道岔转动至开向非列车发车进路的方向。
综上所述，在排列进路时，增加列车侧面冲突防护的检查条件有助于提高站内列车运行的安全水平；在检查到相关侧面冲突防护条件不具备时，进路将不会锁闭，故进路始端的信号机也不会开放，能有效防止列车驶入进路内与侧方驶来的列车发生冲突。
本发明的其它特征和优点将在随后的说明书中阐述，并且，部分地从说明书中变得显而易见，或者通过实施本发明而了解。本发明的目的和其他优点可通过在说明书、权利要求书以及附图中所指出的结构来实现和获得。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作一简单地介绍，显而易见地，下面描述中的附图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他的附图。
图1示出了根据现有技术的车站站场示意图；
图2示出了根据本发明实施例的X3-S进路侧冲防护示意图；
图3示出了根据本发明实施例的X1-S进路侧冲防护示意图；
图4示出了根据本发明实施例的X2-S进路侧冲防护示意图；
图5示出了本发明实施例中防护车站内列车侧面冲突的系统示意图。
具体实施方式
为使本发明实施例的目的、技术方案和优点更加清楚，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、完整地说明，显然，所描述的实施例是本发明一部分实施例，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，都属于本发明保护的范围。
本发明在办理列车进路时，加入与本进路可能发生侧面冲突的元素(道岔、信号机、轨道区段)的检查及防护条件，从而提出一种防护车站内列车侧面冲突的方法及系统，使得联锁关系更加严密，降低列车发生侧面冲突的风险。
下面以图1中车站站场示意图为例进行说明，图中符号表示：
信号机：X1，X2，X3，S，SA，其中X1、X2和X3为侧防信号机
道岔：2,4,6,8，其中8为侧防道岔
线路：1G(正线)，2G(第二侧线)，3G(第一侧线)
轨道区段：4DG，6DG，8DG
发车进路路线：X1→S(正线发车进路)，X2→S(第二侧线发车进路)，X3→S(第一侧线发车进路)
实施例1
图2为本发明实施例中第一侧线发车进路X3→S侧冲防护示意图。当排列第一侧线发车进路X3→S时，2、4、8号道岔会被联锁系统操作至X3开向S侧防信号机的方向并锁闭，这个时候如果有列车从正线1G、第二侧线2G向X3→S的进路驶来，将有可能导致与行驶在X3→S进路中的列车发生侧面冲突，导致发生危险。
排列第一侧线发车进路X3→S时，除检查进路内道岔位置正确、轨道区段空闲以及进路内外敌对信号都处于关闭状态(红灯)之外，还额外检查了从X1和X2至本进路的侧面冲突防护条件。
以侧防信号机X1为例，在排列第一侧线发车进路X3→S时，需要检查侧防信号机X1在关闭状态(红灯)，并且从侧防信号机X1至本进路的所有轨道区段(在本实施例中侧防信号机X1紧邻第二侧线发车进路X2→S，没有侧防信号机X1至本进路的轨道区段)处于空闲状态，即从侧防信号机X1至本进路之间没有列车在行驶，并利用侧防信号机X1的红灯阻拦住后续可能要驶入本进路的列车。
以侧防信号机X2为例，在排列第一侧线发车进路X3→S时，需要检查侧防信号机X2在关闭状态(红灯)，并且从侧防信号机X2至本进路的所有轨道区段(在本实施例中为6DG)处于空闲状态，即从侧防信号机X2至本进路之间没有 列车在行驶，并利用侧防信号机X2的红灯阻拦住后续可能要驶入本进路的列车。
实施例2
图3为本发明实施例中正线发车进路X1→S侧冲防护示意图。当排列正线发车进路X1→S时，2、4号道岔会被联锁系统操作至X1开向S信号机的方向并锁闭，这个时候如果有列车从第二侧线2G、第一侧线3G向正线X1→S的进路驶来，将有可能导致与行驶在X1→S进路中的列车发生侧面冲突，导致发生危险。
在排列正线发车进路X1→S时，除检查进路内道岔位置正确、轨道区段空闲以及进路内外敌对信号都处于关闭状态(红灯)之外，还额外检查了从X2和X3至本进路的侧面冲突防护条件。
以侧防信号机X2为例，在排列正线发车进路X1→S时，需要检查侧防信号机X2在关闭状态(红灯)，并且从侧防信号机X2至本进路的所有轨道区段(在本实施例中为6DG)处于空闲状态，即从侧防信号机X2至本进路之间没有列车在行驶，并利用侧防信号机X2的红灯阻拦住后续可能要驶入本进路的列车。
以侧防信号机X3为例，在排列正线发车进路X1→S时，可以有如下两种防护方式：
检查侧防信号机X3在关闭状态(红灯)，并且从侧防信号机X3至本进路的所有轨道区段(在本实施例中为8DG)处于空闲状态，即从侧防信号机X3至本进路之间没有列车在行驶，并利用侧防信号机X3的红灯阻拦住后续可能要驶入本进路的列车；
检查8号侧防道岔处于开向侧防信号机SA方向，此时即使列车越过侧防信号机X3，也不会闯入X1→S进路中，所以可以不检查侧防信号机X3处于关闭状态。
实施例3
图4为本发明实施例中第二侧线发车进路X2→S侧冲防护示意图。当排列第二侧线发车进路X2→S时，2、6号道岔会被联锁系统操作至X2开向S信号机的方向并锁闭，这个时候如果有列车从正线1G、第一侧线3G向X2→S的进路驶来，将有可能导致与行驶在第二侧线发车进路X2→S中的列车发生侧面冲突，导致发生危险。
在排列第二侧线发车进路X2→S时，除检查进路内道岔位置正确、轨道区段空闲以及进路内外敌对信号都处于关闭状态(红灯)之外，还额外检查了从X1和X3至本进路的侧面冲突防护条件。
以侧防信号机X1为例，在排列第二侧线发车进路X2→S时，需要检查侧防信号机X1在关闭状态(红灯)，并且从侧防信号机X1至本进路的所有轨道区段(在本实施例中侧防信号机X1紧邻X2→S发车进路，没有侧防信号机X1至本进路的轨道区段)处于空闲状态，即从侧防信号机X1至本进路之间没有列车在行驶，并利用侧防信号机X1的红灯阻拦住后续可能要驶入本进路的列车。
以侧防信号机X3为例，在排列第二侧线发车进路X2→S时，可以有如下两种防护方式：
检查侧防信号机X3在关闭状态(红灯)，并且从侧防信号机X3至本进路的所有轨道区段(在本实施例中为8DG)处于空闲状态，即从侧防信号机X3至本进路之间没有列车在行驶，并利用侧防信号机X3的红灯阻拦住后续可能要驶入本进路的列车；
检查8号侧防道岔处于开向侧防信号机SA方向，此时即使列车越过侧防信号机X3，也不会闯入第二侧线发车进路X2→S中，所以可以不检查侧防信号机X3处于关闭状态。
实施例4
图5为本发明实施例中防护车站内列车侧面冲突的系统示意图。所述系统包括联锁系统、侧防道岔和侧防信号机，联锁系统控制列车发车进路；侧防道岔和侧防信号机共同控制正线或侧线方向的侧面冲突防护。
当联锁系统控制列车沿第一侧线方向发车进路时，侧防信号机关闭，侧防信号机至列车发车进路的所有轨道区段均空闲。
当联锁系统控制列车沿正线或第二侧线方向发车进路时，侧防信号机关闭，侧防信号机至列车发车进路的所有轨道区段均空闲；或者，侧防道岔转动至开向非列车发车进路的方向。
在防护列车侧面冲突的角度考虑，由于道岔能将不同的线路隔开开来，即使列车未按信号机显示的信号行车(即可能闯过显示红灯的信号机)，也能确保不会与值班员意图中想要办理的进路发生侧面冲突。所以当列车沿正线或第 二侧线方向发车进路时，考虑侧面冲突防护时首选将侧防道岔转动至开向非本进路的方向，当侧防道岔因其他进路正在使用等原因无法转动至指定位置时，再检查侧防信号机处于关闭状态以及侧防信号机至列车发车进路的所有轨道区段均处于空闲状态。
综上所述，在排列进路时，增加列车侧面冲突防护的检查条件有助于提高站内列车运行的安全水平；在检查到相关侧面冲突防护条件不具备时，进路将不会锁闭，故进路始端的信号机也不会开放，能有效防止列车驶入进路内与侧方驶来的列车发生冲突。
尽管参照前述实施例对本发明进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本发明各实施例技术方案的精神和范围。

Claims (12)

  1. 一种防护车站内列车侧面冲突的方法，其特征在于：列车发车进路，当满足进路条件时，启动在正线和/或侧线方向的侧面冲突防护，列车进入正线方向所在轨道行驶。
  2. 根据权利要求1所述的防护车站内列车侧面冲突的方法，其特征在于，所述列车发车进路为正线方向或侧线方向。
  3. 根据权利要求1所述的防护车站内列车侧面冲突的方法，其特征在于，所述侧面冲突防护采用以下两种方式中的一种；其中，
    第一种方式为侧防信号机处于关闭状态，侧防信号机至列车发车进路的所有轨道区段均空闲；
    第二种方式为将侧防道岔转动至开向非列车发车进路的方向。
  4. 根据权利要求2所述的防护车站内列车侧面冲突的方法，其特征在于，
    当列车沿第一侧线方向发车进路时，侧面冲突防护方式采用以下方式：
    侧防信号机处于关闭状态，侧防信号机至列车发车进路的所有轨道区段均空闲。
  5. 根据权利要求2所述的防护车站内列车侧面冲突的方法，其特征在于，
    当列车沿正线或第二侧线方向发车进路时，侧面冲突防护方式采用以下两种方式中的一种；其中，
    第一种方式为侧防信号机处于关闭状态，侧防信号机至列车发车进路的所有轨道区段均空闲；
    第二种方式为将侧防道岔转动至开向非列车发车进路的方向。
  6. 根据权利要求5所述的防护车站内列车侧面冲突的方法，其特征在于，当列车沿正线或第二侧线方向发车进路时，优选地，所述侧面冲突防护方式选择第二种方式。
  7. 一种防护车站内列车侧面冲突的系统，其特征在于，所述系统包括联锁系统、侧防道岔和侧防信号机；其中，
    所述联锁系统控制列车发车进路；
    所述侧防道岔和侧防信号机共同控制正线或侧线方向的侧面冲突防护。
  8. 根据权利要求7所述的防护车站内列车侧面冲突的系统，其特征在于，所述列车发车进路为正线方向或侧线方向。
  9. 根据权利要求7所述的防护车站内列车侧面冲突的系统，其特征在于，所述侧面冲突防护为：
    所述侧防信号机关闭，侧防信号机至列车发车进路的所有轨道区段均空闲；
    或者，所述侧防道岔转动至开向非列车发车进路的方向。
  10. 根据权利要求8所述的防护车站内列车侧面冲突的系统，其特征在于，
    联锁系统控制列车沿第一侧线方向发车进路时，侧防信号机关闭，侧防信号机至列车发车进路的所有轨道区段均空闲。
  11. 根据权利要求8所述的防护车站内列车侧面冲突的系统，其特征在于，联锁系统控制列车沿正线或第二侧线方向发车进路时，
    侧防信号机关闭，侧防信号机至列车发车进路的所有轨道区段均空闲；
    或者，侧防道岔转动至开向非列车发车进路的方向。
  12. 根据权利要求11所述的防护车站内列车侧面冲突的系统，其特征在于，优选地，所述联锁系统控制列车沿正线或第二侧线方向发车进路时，所述侧防道岔转动至开向非列车发车进路的方向。
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