Train route approach locking determination method and system based on computer-based interlocking

Abstract

Disclosed in the present invention are a train route approach locking determination method and system based on computer-based interlocking. The method comprises: first, on the basis of positions of train route approach locking sections, establishing a first determination scenario, a second determination scenario, a third determination scenario and a fourth determination scenario; then acquiring a first train route with a cleared signal, and determining all approach locking sections of the first train route and determination scenarios corresponding to all the approach locking sections; and finally, starting with the first determination scenario, sequentially determining in the corresponding determination scenarios whether the first train route meets an approach locking condition in the order from the nearest to the farthest approach locking section, and obtaining a determination result. While ensuring safety and operation efficiency, the present invention achieves effective determination for approach locking of high-speed train routes where approach locking sections are located in distant segments or interlocking stations.

Description

TECHNICAL FIELD

[0001] The present invention belongs to the field of rail transit, particularly to a computer interlocking method and system for determining an approach locking of a train route.BACKGROUND

[0002] With the enhancement of China's high-speed rail construction and operational scale and the continuously increasing passenger volume, further improving the train speed and line carrying capacity has become an inevitable trend in high-speed rail development. However, increasing train speed also means a longer braking distance of train operation, consequently extending the computer interlocking-controlled route approach locking length in a station.

[0003] Currently, the maximum operational speed on existing high-speed rail lines in China is 350 km / h (kilometers per hour), and the shortest length involving route approach locking is approximately 14.4 km (kilometers), corresponding to about 7 block sections. The approach locking point of a route is typically located at a block section of a range. When a train speed reaches 400 km / h, the shortest length involving route approach locking is approximately 18 km, corresponding to about 10 block sections. When a train speed reaches 450 km / h, the shortest length involving route approach locking is approximately 26 km, corresponding to about 14 block sections. Therefore, on lines with short station intervals, the approach locking point of the train route at the current station may located in the section of the adjacent range, the in-station section of the adjacent station, or the in-station section of a further station. Furthermore, in current railway engineering applications, the train route approach section is relatively short. The determination on the approach locking of the train route can be achieved by determining the status of a block section of a range or adjacent JGJ relay. However, when the train route section is longer, there remains a lack of corresponding method for determining an approach locking of a train route.SUMMARY

[0004] To address the aforementioned issues, the present invention provides a computer interlocking method and system for determining an approach locking of a train route, enabling effective determination of an approach locking of a high-speed train route where the approach locking section is located in a distant range or interlocking station.

[0005] The objective of the present invention is to provide a computer interlocking method for determining an approach locking of a train route, including: establishing following determination scenarios based on a location of the approach locking section of the train route: a first determination scenario: the approach locking section of the train route is contained within a jurisdiction of an adjacent range of this station, a jurisdiction of this station interlocking, or a jurisdiction of an adjacent interlocking of this station; a second determination scenario: the approach locking section of the train route is located within a jurisdiction of an adjacent station interlocking; a third determination scenario: the approach locking section of the train route is located within a jurisdiction of an adjacent range of a rear station of the train route; a fourth determination scenario: the approach locking section of the train route is located within a jurisdiction of a rear station interlocking of the adjacent station; obtaining a first train route with a cleared signal, and determining all approach locking sections of the first train route and the determination scenarios of the all approach locking sections; starting from the first determination scenario, sequentially determining whether the first train route satisfies an approach locking condition under a corresponding determination scenario in an order from a nearest to a farthest approach locking section, wherein terminating the determining and obtaining a determination result when the first train route satisfies the approach locking condition in any corresponding determination scenario, or when the first train route fails to satisfy the approach locking condition in all determination scenarios corresponding to the approach locking section. further, the method also including: in one station interlocking, establishing following sub-scenarios based on the location of the approach locking section of the train route in the station interlocking: a first sub-scenario: the approach locking section of the train route is located between a first entrance signal and a first departure signal within the station; a second sub-scenario: the approach locking section of the train route is located on a track within the station; a third sub-scenario: the approach locking section of the train route is located between a second entrance signal and a second departure signal within the station; when determining whether the first train route satisfies the approach locking condition under the second determination scenario and the fourth determination scenario, starting with the first sub-scenario, sequentially determining whether the first train route satisfies the approach locking condition under a corresponding sub-scenario in the order from the nearest to the farthest approach locking section in the station interlocking, wherein terminating the determining and obtaining a determination result when the first train route satisfies the approach locking condition in any corresponding sub-scenario, or when the first train route fails to satisfy the approach locking condition in all sub-scenarios corresponding to the approach locking section; further, starting from the first determination scenario, sequentially determining whether the first train route satisfies the approach locking condition under the corresponding determination scenario in the order from the nearest to the farthest approach locking section includes determining whether the first train route satisfies the approach locking condition under the first determination scenario, specifically including following steps: Step S11: Obtain a range block section status of an adjacent range of this station and / or a JGJ relay status in an adjacent interlocking; Step S12: Determine whether an approach section of the first train route is occupied. If so, proceed to Step S16; otherwise, proceed to Step S13; Step S13: Determine whether there is a range or an adjacent interlocking at the rear of a first train route signal. If so, proceed to Step S131; otherwise, proceed to Step S14; Step S131: Determine whether a block section status of an approach locking section within the range is occupied or whether the JGJ relay in the adjacent interlocking is dropped. If the block section status of the approach locking section within the range is occupied or the JGJ relay is dropped, proceed to Step S16; otherwise, proceed to Step S17; Step S14: Determine whether a rear route signal of the first train route is not cleared. If not cleared, proceed to step S141; otherwise, proceed to step S15; Step S141: Determine whether a rear route of the signal is a train route. If so, proceed to step S142; otherwise, proceed to step S144; Step S142: Determine whether the train has entered the rear route. If so, proceed to step S16; otherwise, proceed to step S143; Step S143: Determine whether a section within the rear route is fault-occupied. If so, proceed to step S16; otherwise, proceed to step S17; Step S144: Determine whether the rear route of the signal is a calling-on route. If so, proceed to step S145; otherwise, proceed to step S17; Step S145: Determine whether any section within the calling-on route is occupied. If so, proceed to step S16; otherwise, proceed to step S17; Step S15: Determine whether the range block status of the approach locking section within the range is occupied or whether the JGJ relay is dropped. If so, proceed to step S16; otherwise, proceed to step S17; Step S16: The first train route satisfies the approach locking condition; Step S17: The first train route fails to satisfy the approach locking condition; further, starting from the first determination scenario, sequentially determining whether the first train route satisfies the approach locking condition under the corresponding determination scenario in the order from the nearest to the farthest approach locking section includes determining whether the first train route satisfies the approach locking condition under the second determination scenario, specifically including following steps: Step S20: Determine whether there is a range at the rear of a route signal of the first train route or whether a route signal of a rear route of the first train route is cleared. If there is a range or the route signal of the rear route is cleared, proceed to Step S21; otherwise, proceed to Step S25; Step S21: Determine whether the approach locking section of the first train route falls within the first sub-scenario, the second sub-scenario, or the third sub-scenario. If so, proceed to Step S211; otherwise, proceed to Step S22; Step S211: Determine whether the train departure route is the train route. If so, proceed to Step S212; otherwise, proceed to Step S214; Step S212: Determine whether the train has entered the train route after the route signal is cleared. If so, proceed to step S24; otherwise, proceed to step S213; Step S213: Determine whether the section within the train route is fault-occupied after the route signal is cleared. If so, proceed to step S24; otherwise, proceed to step S214; Step S214: Determine whether the departure route is a calling-on route. If so, proceed to step S215; otherwise, proceed to step S22; Step S215: Determine whether the calling-on route signal is closed and whether any section within the calling-on route is occupied. If the calling-on route signal is closed and the any section within the calling-on route is occupied, proceed to step S24; otherwise, proceed to step S22; Step S22: Determine whether the approach locking section of the first train route falls within the second sub-scenario or the third sub-scenario. If so, proceed to Step S221; otherwise, proceed to Step S23; Step S221: Determine whether the departure route signal is cleared. If so, proceed to Step S222; otherwise, proceed to Step S23; Step S222: Determine whether a track is occupied by any train. If so, proceed to step S24; otherwise, proceed to step S23; Step S23: Determine whether the approach locking section of the first train route falls within the third sub-scenario. If so, proceed to step S231; otherwise, proceed to step S25; Step S231: Determine whether combined route signals are all cleared. If so, proceed to step S232; otherwise, proceed to step S25. Step S232: Determine whether the train has entered a preceding route. If so, proceed to step S24; otherwise, proceed to step S233; Step S233: Determine whether any section within the preceding route is occupied. If so, proceed to step S24; if no, proceed to step S25; Step S24: The first train route satisfies the approach locking condition and proceeds to step S26; Step S25: The first train route fails to satisfy the approach locking condition and proceeds to step S26; Step S26: The adjacent station interlocking transmits the determination result to this station interlocking; further, starting from the first determination scenario, sequentially determining whether the first train route satisfies the approach locking condition under the corresponding determination scenario in the order from the nearest to the farthest approach locking section includes determining whether the first train route satisfies the approach locking condition under the third determination scenario, specifically including following steps: Step S31: Determine whether there is the range at the rear of the route signal of the first train route or whether the route signal of the rear route of the first train route is cleared. If there is the range or the route signal of the rear route is cleared, proceed to Step S32; otherwise, proceed to Step S36; Step S32: The adjacent station interlocking of the range containing the approach locking section under the third determination scenario obtains the range block section status of the range containing the approach locking section under the third determination scenario; Step S33: Determine whether the approach locking section of the first train route is occupied. If so, proceed to Step S34; otherwise, proceed to Step S36; Step S34: Determine whether there is a combined through route at the adjacent station of the range containing the approach locking section under the third determination scenario, and whether the route signal of the combined through route is cleared. If there is the combined through route and the route signal is cleared, proceed to Step S35; otherwise, proceed to Step S36; Step S35: The first train route satisfies the approach locking condition, and the determination result is transmitted to this station interlocking one by one through one or more station interlockings, wherein whenever passing one station, the corresponding station interlocking determines whether there is the combined through route within the station and whether the route signal of the combined through route is cleared. If there is the combined through route and the route signal is cleared, the first train route satisfies the approach locking condition in the corresponding station interlocking. If the first train route satisfies the approach locking condition in all station interlockings through which the determination result is transmitted one by one, the determination result is finally transmitted to this station interlocking. Otherwise, proceed to step S36; Step S36: The first train route fails to satisfy the approach locking condition, and the determination result is sequentially transmitted to this station interlocking one by one through one or more station interlockings. further, starting from the first determination scenario, sequentially determining whether the first train route satisfies the approach locking condition under the corresponding determination scenario in the order from the nearest to the farthest approach locking section includes determining whether the first train route satisfies the approach locking condition under the fourth determination scenario, specifically including following steps: Step S41: Determine whether there is the range at the rear of the route signal of the first train route or whether the route signal of the rear route of the first train route is cleared. If there is the range or the route signal of the rear route is cleared, proceed to Step S42; otherwise, proceed to Step S44; Step S42: Determine whether the first train route satisfies the approach locking condition at the station containing the approach locking section of the first train route. If so, proceed to Step S43; otherwise, proceed to Step S44. Step S43: Transmit the determination result that the first train route satisfies the approach locking condition to this station interlocking one by one through one or more station interlockings, wherein whenever passing one station, the corresponding station interlocking determines whether there is the combined through route within the station and whether the route signal of the combined through route is cleared. If there is the combined through route and the route signal is cleared, the first train route satisfies the approach locking condition in the corresponding station interlocking. If the first train route satisfies the approach locking condition in all station interlockings through which the determination result is transmitted one by one, the determination result is finally transmitted to this station interlocking. Otherwise, proceed to step S44; Step S44: If the first train route fails to satisfy the approach locking condition, the determination result is transmitted one by one to this station interlocking through one or more station interlockings.

[0006] Further, communication between any station interlocking and its corresponding adjacent station interlocking, between any station interlocking and its corresponding adjacent range, and between any station interlocking and its corresponding adjacent interlocking is conducted via Ethernet or a relay interface.

[0007] Another objective of the present invention is to provide a computer interlocking system for determining an approach locking of a train route, including: an establishment module for establishing following determination scenarios based on a location of an approach locking section of the train route: a first determination scenario: the approach locking section of the train route is contained within a jurisdiction of an adjacent range of this station, a jurisdiction of this station interlocking, or a jurisdiction of an adjacent interlocking of this station; a second determination scenario: the approach locking section of the train route is located within a jurisdiction of an adjacent station interlocking; a third determination scenario: the approach locking section of the train route is located within a jurisdiction of an adjacent range of a rear station of the train route; a fourth determination scenario: the approach locking section of the train route is located within a jurisdiction of a rear station interlocking of the adjacent station; an acquisition module for obtaining a first train route with a cleared signal, and determining all approach locking sections of the first train route and the determination scenarios of the all approach locking sections; a determination module for sequentially determining, starting from the first determination scenario, whether the first train route satisfies an approach locking condition under a corresponding determination scenario in an order from a nearest to a farthest approach locking section, wherein terminating the determining and obtaining a determination result when the first train route satisfies the approach locking condition in any corresponding determination scenario, or when the first train route fails to satisfy the approach locking condition in all determination scenarios corresponding to the approach locking section. further, the establishment module is also for in one station interlocking, establishing following sub-scenarios based on the location of the approach locking section of the train route in the station interlocking: a first sub-scenario: the approach locking section of the train route is located between a first entrance signal and a first departure signal within the station; a second sub-scenario: the approach locking section of the train route is located on a track within the station; a third sub-scenario: the approach locking section of the train route is located between a second entrance signal and a second departure signal within the station; the determination module is also for when determining whether the first train route satisfies the approach locking condition under the second determination scenario and the fourth determination scenario, starting with the first sub-scenario, sequentially determining whether the first train route satisfies the approach locking condition under a corresponding sub-scenario in the order from the nearest to the farthest approach locking section in the station interlocking, wherein terminating the determining and obtaining a determination result when the first train route satisfies the approach locking condition in any corresponding sub-scenario, or when the first train route fails to satisfy the approach locking condition in all sub-scenarios corresponding to the approach locking section. further, the determination module is also for determining whether the first train route satisfies the approach locking condition under the first determination scenario, specifically including following steps: Step S11: Obtain a range block section status of an adjacent range of this station and / or a JGJ relay status in an adjacent interlocking; Step S12: Determine whether an approach section of the first train route is occupied. If so, proceed to Step S16; otherwise, proceed to Step S13; Step S13: Determine whether there is a range or an adjacent interlocking at the rear of a first train route signal. If so, proceed to Step S131; otherwise, proceed to Step S14; Step S131: Determine whether a block section status of an approach locking section within the range is occupied or whether the JGJ relay in the adjacent interlocking is dropped. If the block section status of the approach locking section within the range is occupied or the JGJ relay is dropped, proceed to Step S16; otherwise, proceed to Step S17; Step S14: Determine whether a rear route signal of the first train route is not cleared. If not cleared, proceed to step S141; otherwise, proceed to step S15; Step S141: Determine whether a rear route of the signal is a train route. If so, proceed to step S142; otherwise, proceed to step S144; Step S142: Determine whether the train has entered the rear route. If so, proceed to step S16; otherwise, proceed to step S143; Step S143: Determine whether a section within the rear route is fault-occupied. If so, proceed to step S16; otherwise, proceed to step S17; Step S144: Determine whether the rear route of the signal is a calling-on route. If so, proceed to step S145; otherwise, proceed to step S17; Step S145: Determine whether any section within the calling-on route is occupied. If so, proceed to step S16; otherwise, proceed to step S17; Step S15: Determine whether the range block status of the approach locking section within the range is occupied or whether the JGJ relay is dropped. If so, proceed to step S16; otherwise, proceed to step S17; Step S16: The first train route satisfies the approach locking condition; Step S17: The first train route fails to satisfy the approach locking condition; further, the determination module is also for determining whether the first train route satisfies the approach locking condition under the second determination scenario, specifically including following steps: Step S20: Determine whether there is a range at the rear of a route signal of the first train route or whether a route signal of a rear route of the first train route is cleared. If there is a range or the route signal of the rear route is cleared, proceed to Step S21; otherwise, proceed to Step S25; Step S21: Determine whether the approach locking section of the first train route falls within the first sub-scenario, the second sub-scenario, or the third sub-scenario. If so, proceed to Step S211; otherwise, proceed to Step S22; Step S211: Determine whether the train departure route is the train route. If so, proceed to Step S212; otherwise, proceed to Step S214; Step S212: Determine whether the train has entered the train route after the route signal is cleared. If so, proceed to step S24; otherwise, proceed to step S213; Step S213: Determine whether the section within the train route is fault-occupied after the route signal is cleared. If so, proceed to step S24; otherwise, proceed to step S214; Step S214: Determine whether the departure route is a calling-on route. If so, proceed to step S215; otherwise, proceed to step S22; Step S215: Determine whether the calling-on route signal is closed and whether any section within the calling-on route is occupied. If the calling-on route signal is closed and the any section within the calling-on route is occupied, proceed to step S24; otherwise, proceed to step S22; Step S22: Determine whether the approach locking section of the first train route falls within the second sub-scenario or the third sub-scenario. If so, proceed to Step S221; otherwise, proceed to Step S23; Step S221: Determine whether the departure route signal is cleared. If so, proceed to Step S222; otherwise, proceed to Step S23; Step S222: Determine whether a track is occupied by any train. If so, proceed to step S24; otherwise, proceed to step S23; Step S23: Determine whether the approach locking section of the first train route falls within the third sub-scenario. If so, proceed to step S231; otherwise, proceed to step S25; Step S231: Determine whether combined route signals are all cleared. If so, proceed to step S232; otherwise, proceed to step S25. Step S232: Determine whether the train has entered a preceding route. If so, proceed to step S24; otherwise, proceed to step S233; Step S233: Determine whether any section within the preceding route is occupied. If so, proceed to step S24; if no, proceed to step S25; Step S24: The first train route satisfies the approach locking condition and proceeds to step S26; Step S25: The first train route fails to satisfy the approach locking condition and proceeds to step S26; Step S26: The adjacent station interlocking transmits the determination result to this station interlocking; further, the determination module is also for determining whether the first train route satisfies the approach locking condition under the third determination scenario, specifically including following steps: Step S31: Determine whether there is the range at the rear of the route signal of the first train route or whether the route signal of the rear route of the first train route is cleared. If there is the range or the route signal of the rear route is cleared, proceed to Step S32; otherwise, proceed to Step S36; Step S32: The adjacent station interlocking of the range containing the approach locking section under the third determination scenario obtains the range block section status of the range containing the approach locking section under the third determination scenario; Step S33: Determine whether the approach locking section of the first train route is occupied. If so, proceed to Step S34; otherwise, proceed to Step S36; Step S34: Determine whether there is a combined through route at the adjacent station of the range containing the approach locking section under the third determination scenario, and whether the route signal of the combined through route is cleared. If there is the combined through route and the route signal is cleared, proceed to Step S35; otherwise, proceed to Step S36; Step S35: The first train route satisfies the approach locking condition, and the determination result is transmitted to this station interlocking one by one through one or more station interlockings, wherein whenever passing one station, the corresponding station interlocking determines whether there is the combined through route within the station and whether the route signal of the combined through route is cleared. If there is the combined through route and the route signal is cleared, the first train route satisfies the approach locking condition in the corresponding station interlocking. If the first train route satisfies the approach locking condition in all station interlockings through which the determination result is transmitted one by one, the determination result is finally transmitted to this station interlocking. Otherwise, proceed to step S36; Step S36: The first train route fails to satisfy the approach locking condition, and the determination result is sequentially transmitted to this station interlocking one by one through one or more station interlockings. further, the determination module is also for determining whether the first train route satisfies the approach locking condition under the fourth determination scenario, specifically including following steps: Step S41: Determine whether there is the range at the rear of the route signal of the first train route or whether the route signal of the rear route of the first train route is cleared. If there is the range or the route signal of the rear route is cleared, proceed to Step S42; otherwise, proceed to Step S44; Step S42: Determine whether the first train route satisfies the approach locking condition at the station containing the approach locking section of the first train route. If so, proceed to Step S43; otherwise, proceed to Step S44. Step S43: Transmit the determination result that the first train route satisfies the approach locking condition to this station interlocking one by one through one or more station interlockings, wherein whenever passing one station, the corresponding station interlocking determines whether there is the combined through route within the station and whether the route signal of the combined through route is cleared. If there is the combined through route and the route signal is cleared, the first train route satisfies the approach locking condition in the corresponding station interlocking. If the first train route satisfies the approach locking condition in all station interlockings through which the determination result is transmitted one by one, the determination result is finally transmitted to this station interlocking. Otherwise, proceed to step S44; Step S44: If the first train route fails to satisfy the approach locking condition, the determination result is transmitted one by one to this station interlocking through one or more station interlockings. further, communication between any station interlocking and its corresponding adjacent station interlocking, between any station interlocking and its corresponding adjacent section, and between any station interlocking and its corresponding adjacent interlocking is conducted via Ethernet or a relay interface.

[0008] The computer interlocking method of the approach locking of the train route of the present invention addresses scenarios of multiple locations of the approach locking section of the train route. That is, the first to fourth determination scenarios are constructed from nearest to farthest based on the distance between the approach locking section and the train route. The determination on the approach locking condition of the train route is conducted under the corresponding determination scenario with respect to the approach locking section of the train route. This approach enables effective determination on the approach locking of high-speed train route where the approach locking section is located in a distant range or interlocking station, while ensuring safety and operational efficiency.

[0009] Other features and advantages of the present invention will be described in the following specification, and will become apparent in part from the specification or may be learned through the practice of the invention. The objectives and other advantages of the invention may be realized and obtained through the structures indicated in the specification, claims, and drawings.BRIEF DESCRIPTION OF DRAWINGS

[0010] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following provides a brief introduction to the drawings required for describing the embodiments or the prior art. It is evident that the drawings described below represent some embodiments of the present invention. For those skilled in the art, other drawings may be derived from these drawings without any creative effort. Fig. 1 illustrates a flowchart of a computer interlocking method for determining an approach locking of a train route according to an embodiment of the present invention; Fig. 2 illustrates a flowchart of another computer interlocking method for determining an approach locking of a train route according to an embodiment of the present invention; Fig. 3 illustrates a flowchart of a method for determining whether the first train route satisfies the approach locking condition under the first determination scenario according to an embodiment of the present invention; Fig. 4 illustrates a diagram of a multi-station connection according to an embodiment of the present invention; Fig. 5 illustrates a flowchart of a method for determining whether the first train route satisfies the approach locking condition under the second determination scenario according to an embodiment of the present invention; Fig. 6 illustrates a flowchart of a method for determining whether the first train route satisfies the approach locking conditions under the third determination scenario according to an embodiment of the present invention; Fig. 7 illustrates a flowchart of a method for determining whether the first train route satisfies the approach locking conditions under the fourth determination scenario according to an embodiment of the present invention; Fig. 8 illustrates a structure diagram of a computer interlocking system for determining an approach locking of a train route according to an embodiment of the present invention. DETAILED DESCRIPTION

[0011] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be described clearly and completely below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments obtained by those skilled in the art without any creative labor based on the embodiments of the present invention fall within the scope of protection of the present invention.

[0012] As shown in Fig. 1, the present invention discloses a computer interlocking method for determining an approach locking of a train route. The method includes firstly establishing the following determination scenarios based on the location of the approach locking section of the train route: a first determination scenario: the approach locking section of the train route is contained within a jurisdiction of an adjacent range of this station, a jurisdiction of this station interlocking, or a jurisdiction of an adjacent interlocking of this station; a second determination scenario: the approach locking section of the train route is located within a jurisdiction of an adjacent station interlocking; a third determination scenario: the approach locking section of the train route is located within a jurisdiction of an adjacent range of a rear station of the train route; a fourth determination scenario: the approach locking section of the train route is located within a jurisdiction of a rear station interlocking of the adjacent station; then, obtaining a first train route with a cleared signal, and determining all approach locking sections of the first train route and the determination scenarios of the all approach locking sections; starting from the first determination scenario, sequentially determining whether the first train route satisfies an approach locking condition under a corresponding determination scenario in an order from a nearest to a farthest approach locking section, wherein terminating the determining and obtaining a determination result when the first train route satisfies the approach locking condition in any corresponding determination scenario, or when the first train route fails to satisfy the approach locking condition in all determination scenarios corresponding to the approach locking section. The determination on the approach locking condition of the train route is conducted with respect to multiple scenarios of the approach locking section of the train route. This approach enables effective determination on the approach locking condition of high-speed train route where the approach locking section is located in a distant range or interlocking station, while ensuring safety and operational efficiency.

[0013] As shown in Fig. 2, the first determination scenario through the fourth determination scenario are replaced with Scenario 1 through Scenario 4. The determination method of an approach locking of a train route includes a default check for the approach locking condition of the train route in Scenario 1. If the approach locking condition of the train route is not satisfied in Scenario 1, it is then checked whether the approach locking condition of this train route is satisfied in Scenario 2, Scenario 3, or Scenario 4 according to the applicable scenario for the approach locking section of this train route. If any checking result in all applicable scenarios of this route shows the approach locking condition is satisfied or if the approach locking condition fails to be satisfied in all applicable scenarios, the determination process ends and the determination result is obtained. Furthermore, if the train route satisfies the route approach locking condition under a certain scenario, the train route locking status is changed to approach locking status. Otherwise, the train route locking status remains unchanged. Using Fig. 4 as an illustrative example: If the approach locking section of the train route is located in CBI-3, there also exist the approach locking section located in CBI-1 (belonging to Scenario 1), the approach locking section located in CBI-2 (belonging to Scenario 2), and the approach locking section located in the adjacent range TCC-2 of CBI-2 (belonging to Scenario 3) between the train route and the approach locking section located in CBI-3. Therefore, when determining whether the train route satisfies the approach locking condition, it is firstly determined in Scenario 1 by default. If Scenario 1 fails, it is then determined in Scenario 2. If Scenario 2 fails, it proceeds to Scenario 3. If Scenario 3 fails, it is determined in Scenario 4. Furthermore, for a range with a short interstation distance or for a station with a short yard distance, scenarios may exist where the approach locking section is governed by a more distant interlocking or range. For example, if the approach locking section of the train route is located in the adjacent station at the rear of CBI-3, the involved scenarios include Scenario 1, Scenario 2, Scenario 3, Scenario 4, Scenario 3 (for the approach locking section located within the jurisdiction of the adjacent range TCC-3), and Scenario 4 (for the approach locking section located within the jurisdiction of the station interlocking of the adjacent station at the rear of CBI-3), it is sequentially determined whether the first train route satisfies an approach locking condition under a corresponding determination scenario in an order from a nearest to a farthest approach locking section (that is, the above order). Preferably, it may be simultaneously determined whether the first train route satisfies the approach locking condition under corresponding determination scenarios. If any check result from all applicable scenarios of this route shows the approach locking condition is satisfied, the locking status of this route transitions to the approach locking status; otherwise, it retains the original locking status. Scenarios 1 through 4 are established in an order from nearest to farthest based on the distance between the approach locking section and the train route. This effectively considers the location of each approach locking section, enabling further determination of whether the train route satisfies the approach locking conditions in every involved determination scenario, thereby ensuring safe and stable train operation. It is further to note: an approach locking section refers to the approach locking section length calculated based on the line's authorized operating speed. Any area within this length at the rear of the first train route signal machine is designated as an approach locking section.

[0014] The first determination scenario is an applied scenario where the approach locking section of the train route is contained within a jurisdiction of an adjacent range, a jurisdiction of this station interlocking, or a jurisdiction of an adjacent interlocking, as illustrated in Fig. 3. Determining whether the first train route satisfies the approach locking condition under the first determination scenario includes the following steps: Step S11: Obtain a range block section status of an adjacent range of this station and / or a JGJ relay status in an adjacent interlocking of this station; this station is the station where the first train route is located. Step S12: Determine whether an approach section of the first train route is occupied. If so, proceed to Step S16; otherwise, proceed to Step S13; Step S13: Determine whether there is a range or an adjacent interlocking at the rear of a route signal of the first train route. If so (if there is a range or an adjacent interlocking), proceed to Step S131; otherwise, proceed to Step S14; Step S131: Determine whether a block section status of an approach locking section within the range is occupied or whether the JGJ relay within the adjacent interlocking is dropped. If the block section status of the approach locking section within the range is occupied or the JGJ relay within the adjacent interlocking is dropped, proceed to Step S16; otherwise, proceed to Step S17. That is, if there is a range at the rear of the route signal of the first train route, it is determined whether the block section status of the approach locking section within the range is occupied. If so, proceed to step S16; otherwise, proceed to step S17. If there is an adjacent interlocking at the rear of the route signal of the first train route, it is determined whether the JGJ relay within the adjacent interlocking is dropped. If the JGJ relay within the adjacent interlocking is dropped, proceed to step S16; otherwise, proceed to step S17. Step S14: Determine whether a rear route signal of the first train route (that is, the route signal of the rear route) is not cleared. If not cleared, proceed to step S141; otherwise, proceed to step S15; Specifically, the route with the rear route signal being not cleared includes a route that may have been set but whose signal has not been cleared yet, or a route that has not been set yet. The route with a cleared rear route signal includes one whose signal has been cleared. Furthermore, all aforementioned rear route remains within the station. Step S141: Determine whether a rear route after the signal (that is, a route at the rear of the rear route signal) is a train route. If so, proceed to step S142; otherwise, proceed to step S144; Step S142: Determine whether the train has entered the rear route. If so, proceed to step S16; otherwise, proceed to step S143; Step S143: Determine whether a section within the rear route is fault-occupied. If so, proceed to step S16; otherwise, proceed to step S17; Step S144: Determine whether the rear route of the route signal of the first train route is a calling-on route. If so, proceed to step S145; otherwise, proceed to step S17; Step S145: Determine whether any section within the calling-on route is occupied. If so, proceed to step S16; otherwise, proceed to step S17; Step S15: Determine whether the approach locking section within the rear route range is occupied or whether the JGJ relay is dropped. If so, proceed to step S16; otherwise, proceed to step S17; Step S16: The first train route satisfies the approach locking condition; Step S17: The first train route fails to satisfy the approach locking condition;

[0015] In Scenario 1, the approach locking section is checked progressively from the nearest to the farthest, implementing near-to-far protection for the high-speed train route and ensuring train safety.

[0016] For example, as shown in Fig. 4, CBI-1, CBI-2, and CBI-3 are all station interlockings (also called interlocking stations). TCC-1 is the adjacent range of CBI-1, TCC-2 is the adjacent section of CBI-2, CBI-N is the adjacent interlocking for CBI-1. Communication between CBI-1 and TCC-1 may be conducted via Ethernet, while information transmission between CBI-1 and CBI-N utilizes the relay status. Communicate can be conducted via Ethernet both between CBI-1 and CBI-2 and between CBI-2 and CBI-3. It should be noted that for a range with a short interstation distance or for a station with a short yard distance, the approach locking section may be governed by a more distant interlocking or range. The route approach locking condition is then transmitted back to this station one-by-one through Ethernet communication and / or the relay interface.

[0017] In the embodiment of the present invention, for determining whether the first train route satisfies the approach locking condition under the first determination scenario, the CBI-1 station scenario is used as an illustrative example.

[0018] When the first train route is a train route (SI->X), and the approach locking section of the train route (SI->X) is contained within the jurisdiction of this station interlocking, the train route (SI->X) satisfies the approach locking condition as follows: 1) The signal of the train route (SI->X) is cleared, and the approach section (IG) is occupied. 2) The signal of the rear route of the train route (SI->X) is cleared, the rear route is a train route, and the train has entered the rear route. Specifically, when the train is in operation, it passes the combined through route (SF->IG->X). Both the SF entrance signal machine and X departure signal machine of the combined through route (SF->IG->X) are cleared. At this point, the train route (SI->X) is within the combined through route (SF->IG->X), meaning the train route (SI->X) has a rear route. The signal of the SF entrance signal machine in the rear route is cleared, and the train normally advances into the SF entrance signal machine (i.e., enters the rear route), it is determined that the route (SI->X) satisfies the approach locking condition. When no train is in operation, the combined through route (SF->IG->X) is fully locked. If SI is cleared and any section within the preceding route is occupied, it is determined the route (SI->X) satisfies the approach locking condition. The preceding route refers to the route between SF and SI. Non-train operation refers to the interlocking detecting that an occupancy process occurs in the sections within the route, specifically including sudden occupancy appearing in the sections within the route without any train approach, or the sections within the route not being occupied sequentially from the farthest to the nearest, resulting in missed occupancy or skipped occupancy. 3) The signal of the rear route of the train route (SI->X) is cleared, the rear route is a train route, and there is a fault occupancy within the rear route. 4) The signal of the rear route of the train route (SI->X) is cleared, the rear route is a calling-on route, and there is a section occupancy within the calling-on route.

[0019] When the first train route is a receiving route (SF->XI), and the approach locking section of the receiving route (SF->XI) is either a section in an adjacent range or falls within the jurisdiction of TCC-1, the receiving route (SF->XI) satisfies the approach locking condition as follows: 1) After the entrance signal is cleared, there is a range at the rear of the receiving route (SF->XI), and the train advances into the approach locking section within the jurisdiction of TCC-1.

[0020] When the first train route is a departure route (SI->X), and the approach locking section of the departure route (SI->X) is either a section within an adjacent range or falls within the jurisdiction of TCC-1, the departure route (SI->X) satisfies the approach locking condition as follows: 1) The train routes are combined, and after all route signals of the combined train route are cleared, the train advances into the approach locking section within the jurisdiction of TCC-1. Combining the train routes involves checking whether CBI-1 still contains any route or any combined route (also known as a combined through route).

[0021] When the first train route is a receiving route (X->SI), and the approach locking section of the receiving route (X->SI) is contained within the jurisdiction of an adjacent interlocking (CBI-N), the receiving route (X->SI) satisfies the approach locking condition as follows: 1) The entrance signal is cleared, and there is an adjacent interlocking at the rear of the receiving route (X->SI). CBI-1 collects that the JGJ relay driven by the neighboring interlocking is dropped.

[0022] When the first train route is a departure route (XI->SF), and the approach locking section of the departure route (XI->SF) is contained within the jurisdiction of the adjacent interlocking (CBI-N), the departure route (XI->SF) satisfies the approach locking condition as follows: 1) The train routes are combined, and after all route signals of the combined train route are cleared, CBI-1 collects the JGJ relay driven by the neighboring interlocking (i.e., the adjacent interlocking) is dropped.

[0023] In the embodiments of the present invention, the method further includes firstly establishing the following sub-scenarios based on the location of the approach locking section of the train route in the station interlocking: a first sub-scenario: the approach locking section of the train route is located between a first entrance signal and a first departure signal within the station; a second sub-scenario: the approach locking section of the train route is located on a track within the station; a third sub-scenario: the approach locking section of the train route is located between a second entrance signal and a second departure signal within the station; afterwards, when determining whether the first train route satisfies the approach locking condition under the second determination scenario and the fourth determination scenario, starting with the first sub-scenario, sequentially determining whether the first train route satisfies the approach locking condition under a corresponding sub-scenario in the order from the nearest to the farthest approach locking section in the station interlocking, wherein terminating the determining and obtaining a determination result when the first train route satisfies the approach locking condition in any corresponding sub-scenario, or when the first train route fails to satisfy the approach locking condition in all sub-scenarios corresponding to the approach locking section. Specifically, the first to third sub-scenarios are established from the nearest to the farthest based on the distance between the approach locking section and the train route in the corresponding station. This enables an ordered check for each approach locking section of the train to determine whether the train has entered the approach locking range of the first train route and whether the approach locking condition of the first train route will be triggered, thereby ensuring safe train operation.

[0024] As shown in Fig. 5, Scenario a, Scenario b, and Scenario c are used to represent the first, second, and third sub-scenarios, respectively. Using the approach locking section of the first train route at CBI-2 in Fig. 4 as an illustrative example, following steps are specifically included to determine whether the first train route satisfies the approach locking condition under the second determination scenario: Step S20: Determine whether there is a range at the rear of a route signal of the first train route or whether a route signal of a rear route of the first train route is cleared. If there is a range or the route signal of the rear route is cleared (either one is satisfied), proceed to Step S21; otherwise, proceed to Step S25; Step S21: Determine whether the approach locking section of the first train route falls in Scenario a, Scenario b, or Scenario c. If so, proceed to Step S211; otherwise, proceed to Step S22. Since the positions of approach locking sections in CBI-2 are set from the nearest to the farthest relative to the first train route in Scenarios a, b, and c, if the approach locking section of the train route exists in Scenario c, then the approach locking section must also exist in Scenarios b and c. Conversely, if the farthest approach locking section of the train conforms to scenario a, then the train route contains no approach locking section conforming to Scenarios b and c. Step S211: Determine whether the train departure route is the train route. If so, proceed to Step S212; otherwise, proceed to Step S214; Step S212: Determine whether the train has entered the train route after the route signal is cleared. If so, proceed to step S24; otherwise, proceed to step S213; the route signal refers to the route signal of the train departure route. Step S213: Determine whether the section within the train route is fault-occupied after the route signal is cleared. If so, proceed to step S24; otherwise, proceed to step S214; Step S214: Determine whether the departure route is a calling-on route. If so, proceed to step S215; otherwise, proceed to step S22; Step S215: Determine whether the calling-on route signal is closed and whether any section within the calling-on route is occupied. If the calling-on route signal is closed and the any section within the calling-on route is occupied, proceed to step S24; otherwise, proceed to step S22; Step S22: Determine whether the approach locking section of the first train route falls within the Scenario b or Scenario c. If so, proceed to Step S221; otherwise, proceed to Step S23; Step S221: Determine whether the departure route signal is cleared. If so, proceed to Step S222; otherwise, proceed to Step S23; Step S222: Determine whether a track is occupied by any train. If so, proceed to step S24; otherwise, proceed to step S23; Step S23: Determine whether the approach locking section of the first train route falls within Scenario c. If so, proceed to step S231; otherwise, proceed to step S25; Step S231: Determine whether combined route signals are all cleared. If so, proceed to step S232; otherwise, proceed to step S25. By checking combined route signals, ensure all routes within the approach locking section are in a permitted state, enabling train approach information to propagate one by one. Step S232: Determine whether the train has entered a preceding route. If so, proceed to step S24; otherwise, proceed to step S233; the preceding route refers to the first route among the combined routes in the direction of train operation. Step S233: Determine whether any section within the preceding route is occupied. If so, proceed to step S24; if no, proceed to step S25; Step S24: The first train route satisfies the approach locking condition and proceeds to step S26; Step S25: The first train route fails to satisfy the approach locking condition and proceeds to step S26; Step S26: The adjacent station interlocking (CBI-2) transmits the determination result to this station interlocking (CBI-1). Preferably, this station interlocking may obtain the determination result of the adjacent interlocking via Ethernet communication.

[0025] Specifically, Fig. 4 is still used as an illustrative example. When the train route (SF->XI) of this station interlocking (CBI-1) has an approach locking section under Scenario a-i.e., between the entrance signal X and departure signal SI of the adjacent station interlocking (CBI-2)-the approach locking condition is satisfied as follows: 1) The departure route is a train route, the departure route signal (SI) is cleared, and the train has advanced into the departure signal machine; 2) The departure route is a train route, the departure route signal (SI) is cleared, and any section within the departure route is occupied; 3) The departure route is a train route, the departure route signal (SI) is cleared, and the section within the departure route is fault-occupied; 4) The departure route is a calling-on route, the calling-on route signal (SI) is closed after being cleared, and the section within the route is occupied by a train.

[0026] When the train route (SF->XI) of this station interlocking (CBI-1) has an approach locking section under Scenario b-i.e., on a track of the adjacent station interlocking CBI-2-the approach locking condition is satisfied as follows: 1) When arranging the departure route (SI->X), after the departure signal (SI) is cleared (i.e., the departure route signal is cleared), the track (IG) is occupied by a train. Arranging the departure route involves checking whether the route signal ahead of the track is cleared, which checks whether the route is normal so as to ensure safe train operation.

[0027] When the train route (SF->XI) of this station interlocking (CBI-1) has an approach locking section under Scenario c-i.e., between the entrance signal SF and departure signal XI of the adjacent station interlocking CBI-2-the train route (SF->XI) of this station interlocking (CBI-1) satisfies the approach locking condition as follows: 1) During train operation, the signals of both signal machines on the combined route (SF->IG->X) must be cleared (i.e., SF and SI cleared), with the train advances into the SF entrance signal machine. This means the SF signal machine must be cleared for the train to enter the (SF->IG) route. If the approach locking information is required to propagate one by one, the signal of the (IG->X) route must also be cleared. This serves as a check on whether the route is normal, ensuring safe train operation. 2) When no train is in operation, the combined route (SF->IG->X) is fully locked. The departure route signal (SI) is cleared, and any section within the receiving route is occupied. Non-train operation includes fault conditions. If the station interlocking checks that a section within the first route is occupied, it assumes a train has entered the route, triggering the approach locking condition.

[0028] In the embodiment of the present invention, it is determined whether the first train route satisfies the approach locking condition under the third determination scenario, as shown in Fig. 6, which specifically includes the following steps: Step S31: Determine whether there is the range at the rear of the route signal of the first train route or whether the route signal of the rear route of the first train route is cleared. If there is the range or the route signal of the rear route is cleared, proceed to Step S32; otherwise, proceed to Step S36; Step S32: The adjacent station interlocking of the range containing the approach locking section under the third determination scenario obtains the range block section status of the range containing the approach locking section under the third determination scenario; Step S33: Determine whether the approach locking section of the first train route is occupied. If so, proceed to Step S34; otherwise, proceed to Step S36; Step S34: Determine whether there is a combined through route at the adjacent station of the range containing the approach locking section under the third determination scenario, and whether the route signal of the combined through route is cleared. If there is the combined through route and the route signal of the combined trough route is cleared, proceed to Step S35; otherwise, proceed to Step S36; Step S35: The first train route satisfies the approach locking condition, and the determination result is transmitted to this station interlocking one by one through one or more station interlockings, wherein whenever passing one station, the corresponding station interlocking determines whether there is the combined through route within the station and whether the route signal of the combined through route is cleared. If there is the combined through route and the route signal of the combined through route is cleared, the first train route satisfies the approach locking condition in the corresponding station interlocking. If the first train route satisfies the approach locking condition in the sequential station interlockings, the determination result is finally transmitted to this station interlocking. Otherwise, proceed to step S36; Step S36: The first train route fails to satisfy the approach locking condition, and the determination result is sequentially transmitted to this station interlocking one by one through one or more station interlockings.

[0029] Still using Fig. 4 as an illustrative example, the approach locking section of the receiving route (SF->XI) in CBI-1 falls within the jurisdiction of TCC-2, as shown in Fig. 6. CBI-2 firstly determines whether the approach locking section within the jurisdiction of TCC-2 satisfies the approach locking condition. Specifically, CBI-2 obtains the range block section status from the adjacent section (TCC-2), checking whether the train has advanced into the approach locking section within the jurisdiction of TCC-2. If so, it is further checked whether a combined through route exists within its own station and whether the route signal of the combined through route is cleared. For example, if CBI-2 has a combined through route (SF->X), and after SF and SI signals are cleared, CBI-2 determines that the receiving route (SF->XI) satisfies the approach blocking condition. CBI-2 then transmits this determination result to CBI-1. Further illustratively, if the approach locking section is in the adjacent range of CBI-3, when CBI-3 determines that the approach locking section of the adjacent range meets requirements, it checks whether a combined through route exists within the CBI-3 station and whether the route signal of the combined through route is cleared. If both are met, the receiving route (SF->XI) satisfies the approach locking condition in CBI-3. The determination result is then transmitted to CBI-2. CBI-2 checks whether a combined through route exists within the station and whether the route signal of the combined through route is cleared. If both are met, the receiving route (SF->XI) also satisfies the approach locking condition in CBI-2. The determination result is then transmitted to CBI-1, ultimately concluding that the receiving route (SF->XI) satisfies the approach locking condition. Conversely, if the receiving route (SF->XI) does not satisfy the approach locking condition in CBI-3, CBI-3 transmits the determination result to CBI-2. CBI-2 then transmits the determination result to CBI-1, concluding that the receiving route (SF->XI) does not satisfy the approach locking condition.

[0030] In the embodiment of the present invention, it is determined whether the first train route satisfies the approach locking condition under the fourth determination scenario, as shown in Fig. 7, which specifically includes the following steps: Step S41: Determine whether there is the range at the rear of the route signal of the first train route or whether the route signal of the rear route of the first train route is cleared. If there is the range at the rear of the route signal of the first train route or the route signal of the rear route is cleared, proceed to Step S42; otherwise, proceed to Step S44; Step S42: Determine whether the first train route satisfies the approach locking condition at the station containing the approach locking section of the first train route. This uses the determination method shown in Fig. 5 for the adjacent station interlocking (CBI-2), which is not repeated here. If so, proceed to Step S43; otherwise, proceed to Step S44. Step S43: Transmit the determination result to this station interlocking one by one through one or more station interlockings, wherein whenever passing one station, the corresponding station interlocking determines whether there is the combined through route within the station and whether the route signal of the combined through route is cleared. If there is the combined through route and the route signal is cleared, the first train route satisfies the approach locking condition in the corresponding station interlocking. If the first train route satisfies the approach locking condition in the sequential station interlockings, the determination result is finally transmitted to this station interlocking. Otherwise, proceed to step S44; Step S44: If the first train route fails to satisfy the approach locking condition, the determination result is transmitted one by one to this station interlocking through one or more station interlockings.

[0031] Still using Fig. 4 as an illustrative example: if the approach locking section of the train route falls within the jurisdiction of a station interlocking at the rear of the adjacent station interlocking, i.e., the approach locking section of the train route exists within another station interlocking after the adjacent station interlocking, where Ethernet communication (or relay interface communication) exists between respective station interlockings. For example, as shown in Fig. 7, the approach locking section of the receiving route (SF->XI) in CBI-1 falls within the jurisdiction of CBI-3 interlocking. CBI-3 determines whether the train's current position satisfies the approach locking condition of the route to be checked, as per the determination method in CBI-2 shown in Fig. 5. This involves determining whether the train has entered the approach locking range of the first train route and whether it would trigger the approach locking condition of the first train route. CBI-3 transmits the determination result to CBI-2. If the determination result shows that the locking condition is satisfied, whether a combined through route exists within CBI-2 station is further determined. If a combined through route exists and both the SF and SI signals of the combined through route are cleared, the receiving route (SF->XI) satisfies the approach locking condition. The combined through route within CBI-2 may be (SF->X). Furthermore, if either CBI-3 or CBI-2 fails to satisfy the approach locking condition, the determination result that (SF->XI) fails to satisfy the approach locking condition is directly propagated one by one until it reaches CBI-1.

[0032] In the embodiments of the present invention, both the receiving and departure routes are straight routes, or the traversed lateral turnouts are No. 18 or above. Furthermore, the present invention applies to the computer interlocking system for a high-speed railway operating at speeds exceeding 350 km / h (kilometers per hour), or to a computer interlocking system where the approach section length of a train route at this station exceeds the length of an adjacent range or the length of an adjacent range plus an adjacent station.

[0033] As shown in Fig. 8, the embodiment of the present invention also discloses a computer interlocking system for determining an approach locking of a train route capable of executing the aforementioned method. The system includes an establishment module, an acquisition module, and a determination module. Wherein the establishment module is used for establishing following determination scenarios based on a location of an approach locking section of the train route: a first determination scenario: the approach locking section of the train route is contained within a jurisdiction of an adjacent range of this station, a jurisdiction of this station interlocking, or a jurisdiction of an adjacent interlocking of this station; a second determination scenario: the approach locking section of the train route is located within a jurisdiction of an adjacent station interlocking; a third determination scenario: the approach locking section of the train route is located within a jurisdiction of an adjacent range of a rear station of the train route; a fourth determination scenario: the approach locking section of the train route is located within a jurisdiction of a rear station interlocking of the adjacent station; the acquisition module is used for obtaining a first train route with a cleared signal, and determining all approach locking sections of the first train route and the determination scenarios of the all approach locking sections; the determination module is used for sequentially determining, starting from the first determination scenario, whether the first train route satisfies an approach locking condition under a corresponding determination scenario in an order from a nearest to a farthest approach locking section, wherein terminating the determining and obtaining a determination result when the first train route satisfies the approach locking condition in any corresponding determination scenario, or when the first train route fails to satisfy the approach locking condition in all determination scenarios corresponding to the approach locking section. Further, the establishment module is also for in one station interlocking, establishing following sub-scenarios based on the location of the approach locking section of the train route in the station interlocking: a first sub-scenario: the approach locking section of the train route is located between a first entrance signal and a first departure signal within the station; a second sub-scenario: the approach locking section of the train route is located on a track within the station; a third sub-scenario: the approach locking section of the train route is located between a second entrance signal and a second departure signal within the station; the determination module is also for when determining whether the first train route satisfies the approach locking condition under the second determination scenario and the fourth determination scenario, starting with the first sub-scenario, sequentially determining whether the first train route satisfies the approach locking condition under a corresponding sub-scenario in the order from the nearest to the farthest approach locking section in the station interlocking, wherein terminating the determining and obtaining a determination result when the first train route satisfies the approach locking condition in any corresponding sub-scenario, or when the first train route fails to satisfy the approach locking condition in all sub-scenarios corresponding to the approach locking section.

[0034] The determination module is also for determining whether the first train route satisfies the approach locking condition under the first determination scenario, and the specific steps are shown in Fig.3 which are not repeated herein.

[0035] The determination module is also for determining whether the first train route satisfies the approach locking condition under the second determination scenario, and the specific steps are shown in Fig.5 which are not repeated herein.

[0036] The determination module is also for determining whether the first train route satisfies the approach locking condition under the third determination scenario, specifically including following steps: Step S31: Determine whether there is the range at the rear of the route signal of the first train route or whether the route signal of the rear route of the first train route is cleared. If there is the range or the route signal of the rear route is cleared, proceed to Step S32; otherwise, proceed to Step S36; Step S32: The adjacent station interlocking of the range containing the approach locking section under the third determination scenario obtains the range block section status of the range containing the approach locking section under the third determination scenario; Step S33: Determine whether the approach locking section of the first train route is occupied. If so, proceed to Step S34; otherwise, proceed to Step S36; Step S34: Determine whether there is a combined through route at the adjacent station of the range containing the approach locking section under the third determination scenario, and whether the route signal of the combined through route is cleared. If there is the combined through route and the route signal is cleared, proceed to Step S35; otherwise, proceed to Step S36; Step S35: The first train route satisfies the approach locking condition, and the determination result is transmitted to this station interlocking one by one through one or more station interlockings, wherein whenever passing one station, the corresponding station interlocking determines whether there is the combined through route within the station and whether the route signal of the combined through route is cleared. If there is the combined through route and the route signal is cleared, the first train route satisfies the approach locking condition in the corresponding station interlocking. If the first train route satisfies the approach locking condition in all station interlockings through which the determination result is transmitted one by one, the determination result is finally transmitted to this station interlocking. Otherwise, proceed to step S36; Step S36: The first train route fails to satisfy the approach locking condition, and the determination result is sequentially transmitted to this station interlocking one by one through one or more station interlockings. the determination module is also for determining whether the first train route satisfies the approach locking condition under the fourth determination scenario, specifically including following steps: Step S41: Determine whether there is the range at the rear of the route signal of the first train route or whether the route signal of the rear route of the first train route is cleared. If there is the range or the route signal of the rear route is cleared, proceed to Step S42; otherwise, proceed to Step S44; Step S42: Determine whether the first train route satisfies the approach locking condition at the station containing the approach locking section of the first train route. This uses the determination method shown in Fig. 5 for the adjacent station interlocking (CBI-2). If so, proceed to Step S43; otherwise, proceed to Step S44. Step S43: Transmit the determination result that the first train route satisfies the approach locking condition to this station interlocking one by one through one or more station interlockings, wherein whenever passing one station, the corresponding station interlocking determines whether there is the combined through route within the station and whether the route signal of the combined through route is cleared. If there is the combined through route and the route signal is cleared, the first train route satisfies the approach locking condition in the corresponding station interlocking. If the first train route satisfies the approach locking condition in all station interlockings through which the determination result is transmitted one by one, the determination result is finally transmitted to this station interlocking. Otherwise, proceed to step S44; Step S44: If the first train route fails to satisfy the approach locking condition, the determination result is transmitted one by one to this station interlocking through one or more station interlockings.

[0037] In the embodiments of the present invention, communication between any station interlocking and its corresponding adjacent station interlocking, between any station interlocking and its corresponding adjacent range, and between any station interlocking and its corresponding adjacent interlocking is conducted via Ethernet or a relay interface.

[0038] In the embodiments of the present invention, both the receiving and departure routes are straight routes, or the traversed lateral turnouts are No. 18 or above.

[0039] The determination system determines the approach locking condition of the train route for scenarios involving multiple positions of the approaching locking section of the train route. It enables effective determination of an approach locking of a high-speed train route where the approach locking section is located in a distant section or interlocking station, while ensuring safety and operational efficiency.

[0040] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art will appreciate that modifications may be made to the technical solutions described in the foregoing embodiments, or equivalent replacements may be made for some technical features. Such modifications or replacements do not cause the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A computer interlocking method for determining an approach locking of a train route, <b>characterized by comprising: establishing following determination scenarios based on a location of the approach locking section of the train route: a first determination scenario: the approach locking section of the train route is contained within a jurisdiction of an adjacent range of this station, a jurisdiction of this station interlocking, or a jurisdiction of an adjacent interlocking of this station; a second determination scenario: the approach locking section of the train route is located within a jurisdiction of an adjacent station interlocking; a third determination scenario: the approach locking section of the train route is located within a jurisdiction of an adjacent range of a rear station of the train route; a fourth determination scenario: the approach locking section of the train route is located within a jurisdiction of a rear station interlocking of the adjacent station; obtaining a first train route with a cleared signal, and determining all approach locking sections of the first train route and the determination scenarios of the all approach locking sections; starting from the first determination scenario, sequentially determining whether the first train route satisfies an approach locking condition under a corresponding determination scenario in an order from a nearest to a farthest approach locking section, wherein terminating the determining and obtaining a determination result when the first train route satisfies the approach locking condition in any corresponding determination scenario, or when the first train route fails to satisfy the approach locking condition in all determination scenarios corresponding to the approach locking section.

2. The computer interlocking method for determining the approach locking of the train route according to claim 1, <b>characterized in further comprising: in one station interlocking, establishing following sub-scenarios based on the location of the approach locking section of the train route in the station interlocking: a first sub-scenario: the approach locking section of the train route is located between a first entrance signal and a first departure signal within the station; a second sub-scenario: the approach locking section of the train route is located on a track within the station; a third sub-scenario: the approach locking section of the train route is located between a second entrance signal and a second departure signal within the station; when determining whether the first train route satisfies the approach locking condition under the second determination scenario and the fourth determination scenario, starting with the first sub-scenario, sequentially determining whether the first train route satisfies the approach locking condition under a corresponding sub-scenario in the order from the nearest to the farthest approach locking section in the station interlocking, wherein terminating the determining and obtaining a determination result when the first train route satisfies the approach locking condition in any corresponding sub-scenario, or when the first train route fails to satisfy the approach locking condition in all sub-scenarios corresponding to the approach locking section.

3. The computer interlocking method for determining the approach locking of the train route according to claim 2, <b>characterized in that, starting from the first determination scenario, sequentially determining whether the first train route satisfies the approach locking condition under the corresponding determination scenario in the order from the nearest to the farthest approach locking section comprises determining whether the first train route satisfies the approach locking condition under the first determination scenario, specifically comprising following steps: Step S11: Obtain a range block section status of an adjacent range of this station and / or a JGJ relay status in an adjacent interlocking; Step S12: Determine whether an approach section of the first train route is occupied, if so, proceed to Step S16; otherwise, proceed to Step S13; Step S13: Determine whether there is a range or an adjacent interlocking at the rear of a first train route signal, if so, proceed to Step S131; otherwise, proceed to Step S14; Step S131: Determine whether a block section status of an approach locking section within the range is occupied or whether the JGJ relay in the adjacent interlocking is dropped, and if the block section status of the approach locking section within the range is occupied or the JGJ relay is dropped, proceed to Step S16; otherwise, proceed to Step S17; Step S14: Determine whether a rear route signal of the first train route is not cleared, if not cleared, proceed to step S141; otherwise, proceed to step S15; Step S141: Determine whether a rear route of the signal is a train route, if so, proceed to step S142; otherwise, proceed to step S144; Step S142: Determine whether the train has entered the rear route, if so, proceed to step S16; otherwise, proceed to step S143; Step S143: Determine whether a section within the rear route is fault-occupied, if so, proceed to step S16; otherwise, proceed to step S17; Step S144: Determine whether the rear route of the signal is a calling-on route, if so, proceed to step S145; otherwise, proceed to step S17; Step S145: Determine whether any section within the calling-on route is occupied, if so, proceed to step S16; otherwise, proceed to step S17; Step S15: Determine whether the range block status of the approach locking section within the range is occupied or whether the JGJ relay is dropped, if so, proceed to step S16; otherwise, proceed to step S17; Step S16: The first train route satisfies the approach locking condition; Step S17: The first train route fails to satisfy the approach locking condition.

4. The computer interlocking method for determining the approach locking of the train route according to claim 3, <b>characterized in that, starting from the first determination scenario, sequentially determining whether the first train route satisfies the approach locking condition under the corresponding determination scenario in the order from the nearest to the farthest approach locking section comprises determining whether the first train route satisfies the approach locking condition under the second determination scenario, specifically comprising following steps: Step S20: Determine whether there is a range at the rear of a route signal of the first train route or whether a route signal of a rear route of the first train route is cleared, if there is the range or the route signal of the rear route is cleared, proceed to Step S21; otherwise, proceed to Step S25; Step S21: Determine whether the approach locking section of the first train route falls within the first sub-scenario, the second sub-scenario, or the third sub-scenario, if so, proceed to Step S211; otherwise, proceed to Step S22; Step S211: Determine whether the train departure route is the train route, if so, proceed to Step S212; otherwise, proceed to Step S214; Step S212: Determine whether the train has entered the train route after the route signal is cleared, if so, proceed to step S24; otherwise, proceed to step S213; Step S213: Determine whether the section within the train route is fault-occupied after the route signal is cleared, if so, proceed to step S24; otherwise, proceed to step S214; Step S214: Determine whether the departure route is a calling-on route, if so, proceed to step S215; otherwise, proceed to step S22; Step S215: Determine whether the calling-on route signal is closed and whether any section within the calling-on route is occupied, if the calling-on route signal is closed and the any section within the calling-on route is occupied, proceed to step S24; otherwise, proceed to step S22; Step S22: Determine whether the approach locking section of the first train route falls within the second sub-scenario or the third sub-scenario, if so, proceed to Step S221; otherwise, proceed to Step S23; Step S221: Determine whether the departure route signal is cleared, if so, proceed to Step S222; otherwise, proceed to Step S23; Step S222: Determine whether a track is occupied by any train, if so, proceed to step S24; otherwise, proceed to step S23; Step S23: Determine whether the approach locking section of the first train route falls within the third sub-scenario, if so, proceed to step S231; otherwise, proceed to step S25; Step S231: Determine whether combined route signals are all cleared, if so, proceed to step S232; otherwise, proceed to step S25; Step S232: Determine whether the train has entered a preceding route, if so, proceed to step S24; otherwise, proceed to step S233; Step S233: Determine whether any section within the preceding route is occupied, if so, proceed to step S24; if no, proceed to step S25; Step S24: The first train route satisfies the approach locking condition and proceeds to step S26; Step S25: The first train route fails to satisfy the approach locking condition and proceeds to step S26; Step S26: The adjacent station interlocking transmits the determination result to this station interlocking.

5. The computer interlocking method for determining the approach locking of the train route according to claim 4, <b>characterized in that, further, starting from the first determination scenario, sequentially determining whether the first train route satisfies the approach locking condition under the corresponding determination scenario in the order from the nearest to the farthest approach locking section comprises determining whether the first train route satisfies the approach locking condition under the third determination scenario, specifically comprising following steps: Step S31: Determine whether there is the range at the rear of the route signal of the first train route or whether the route signal of the rear route of the first train route is cleared, if there is the range or the route signal of the rear route is cleared, proceed to Step S32; otherwise, proceed to Step S36; Step S32: The adjacent station interlocking of the range containing the approach locking section under the third determination scenario obtains the range block section status of the range containing the approach locking section under the third determination scenario; Step S33: Determine whether the approach locking section of the first train route is occupied, if so, proceed to Step S34; otherwise, proceed to Step S36; Step S34: Determine whether there is a combined through route at the adjacent station of the range containing the approach locking section under the third determination scenario, and whether the route signal of the combined through route is cleared, if there is the combined through route and the route signal is cleared, proceed to Step S35; otherwise, proceed to Step S36; Step S35: The first train route satisfies the approach locking condition, and the determination result is transmitted to this station interlocking one by one through one or more station interlockings, wherein whenever passing one station, the corresponding station interlocking determines whether there is the combined through route within the station and whether the route signal of the combined through route is cleared, if there is the combined through route and the route signal is cleared, the first train route satisfies the approach locking condition in the corresponding station interlocking, if the first train route satisfies the approach locking condition in all station interlockings through which the determination result is transmitted one by one, the determination result is finally transmitted to this station interlocking, otherwise, proceed to step S36; Step S36: The first train route fails to satisfy the approach locking condition, and the determination result is sequentially transmitted to this station interlocking one by one through one or more station interlockings.

6. The computer interlocking method for determining the approach locking of the train route according to claim 5, <b>characterized in that, starting from the first determination scenario, sequentially determining whether the first train route satisfies the approach locking condition under the corresponding determination scenario in the order from the nearest to the farthest approach locking section comprises determining whether the first train route satisfies the approach locking condition under the fourth determination scenario, specifically comprising following steps: Step S41: Determine whether there is the range at the rear of the route signal of the first train route or whether the route signal of the rear route of the first train route is cleared, if there is the range or the route signal of the following route is cleared, proceed to Step S42; otherwise, proceed to Step S44; Step S42: Determine whether the first train route satisfies the approach locking condition at the station containing the approach locking section of the first train route, if so, proceed to Step S43; otherwise, proceed to Step S44; Step S43: Transmit the determination result that the first train route satisfies the approach locking condition to this station interlocking one by one through one or more station interlockings, wherein whenever passing one station, the corresponding station interlocking determines whether there is the combined through route within the station and whether the route signal of the combined through route is cleared, if there is the combined through route and the route signal is cleared, the first train route satisfies the approach locking condition in the corresponding station interlocking, if the first train route satisfies the approach locking condition in all station interlockings through which the determination result is transmitted one by one, the determination result is finally transmitted to this station interlocking, Otherwise, proceed to step S44; Step S44: If the first train route fails to satisfy the approach locking condition, the determination result is transmitted one by one to this station interlocking through one or more station interlockings.

7. The computer interlocking method for determining the approach locking of the train route according to claim 6, characterized in that communication between any station interlocking and its corresponding adjacent station interlocking, between any station interlocking and its corresponding adjacent range, and between any station interlocking and its corresponding adjacent interlocking is conducted via Ethernet or a relay interface.

8. A computer interlocking system for determining an approach locking of a train route, <b>characterized by comprising: an establishment module for establishing following determination scenarios based on a location of an approach locking section of the train route: a first determination scenario: the approach locking section of the train route is contained within a jurisdiction of an adjacent range of this station, a jurisdiction of this station interlocking, or a jurisdiction of an adjacent interlocking of this station; a second determination scenario: the approach locking section of the train route is located within a jurisdiction of an adjacent station interlocking; a third determination scenario: the approach locking section of the train route is located within a jurisdiction of an adjacent range of a rear station of the train route; a fourth determination scenario: the approach locking section of the train route is located within a jurisdiction of a rear station interlocking of the adjacent station; an acquisition module for obtaining a first train route with a cleared signal, and determining all approach locking sections of the first train route and the determination scenarios of the all approach locking sections; a determination module for sequentially determining, starting from the first determination scenario, whether the first train route satisfies an approach locking condition under a corresponding determination scenario in an order from a nearest to a farthest approach locking section, wherein terminating the determining and obtaining a determination result when the first train route satisfies the approach locking condition in any corresponding determination scenario, or when the first train route fails to satisfy the approach locking condition in all determination scenarios corresponding to the approach locking section.

9. The computer interlocking system for determining the approach locking of the train route according to claim 8, <b>characterized in that: the establishment module is also for in one station interlocking, establishing following sub-scenarios based on the location of the approach locking section of the train route in the station interlocking: a first sub-scenario: the approach locking section of the train route is located between a first entrance signal and a first departure signal within the station; a second sub-scenario: the approach locking section of the train route is located on a track within the station; a third sub-scenario: the approach locking section of the train route is located between a second entrance signal and a second departure signal within the station; the determination module is also for when determining whether the first train route satisfies the approach locking condition under the second determination scenario and the fourth determination scenario, starting with the first sub-scenario, sequentially determining whether the first train route satisfies the approach locking condition under a corresponding sub-scenario in the order from the nearest to the farthest approach locking section in the station interlocking, wherein terminating the determining and obtaining a determination result when the first train route satisfies the approach locking condition in any corresponding sub-scenario, or when the first train route fails to satisfy the approach locking condition in all sub-scenarios corresponding to the approach locking section.

10. The computer interlocking system for determining the approach locking of the train route according to claim 9, characterized in that the determination module is also for determining whether the first train route satisfies the approach locking condition under the first determination scenario, specifically comprising following steps: Step S11: Obtain a range block section status of an adjacent range of this station and / or a JGJ relay status in an adjacent interlocking; Step S12: Determine whether an approach section of the first train route is occupied, if so, proceed to Step S16; otherwise, proceed to Step S13; Step S13: Determine whether there is a range or an adjacent interlocking at the rear of a first train route signal, if so, proceed to Step S131; otherwise, proceed to Step S14; Step S131: Determine whether a block section status of an approach locking section within the range is occupied or whether the JGJ relay in the adjacent interlocking is dropped, if the block section status of the approach locking section within the range is occupied or the JGJ relay is dropped, proceed to Step S16; otherwise, proceed to Step S17; Step S14: Determine whether a rear route signal of the first train route is not cleared, if not cleared, proceed to step S141; otherwise, proceed to step S15; Step S141: Determine whether a rear route of the signal is a train route, if so, proceed to step S142; otherwise, proceed to step S144; Step S142: Determine whether the train has entered the rear route, if so, proceed to step S16; otherwise, proceed to step S143; Step S143: Determine whether a section within the rear route is fault-occupied, if so, proceed to step S16; otherwise, proceed to step S17; Step S144: Determine whether the rear route of the signal is a calling-on route, if so, proceed to step S145; otherwise, proceed to step S17; Step S145: Determine whether any section within the calling-on route is occupied, if so, proceed to step S16; otherwise, proceed to step S17; Step S15: Determine whether the range block status of the approach locking section within the range is occupied or whether the JGJ relay is dropped, if so, proceed to step S16; otherwise, proceed to step S17; Step S16: The first train route satisfies the approach locking condition; Step S17: The first train route fails to satisfy the approach locking condition.

11. The computer interlocking system for determining the approach locking of the train route according to claim 10, characterized in that the determination module is also for determining whether the first train route satisfies the approach locking condition under the second determination scenario, specifically comprising following steps: Step S20: Determine whether there is a range at the rear of a route signal of the first train route or whether a route signal of a rear route of the first train route is cleared, if there is a range or the route signal of the rear route is cleared, proceed to Step S21; otherwise, proceed to Step S25; Step S21: Determine whether the approach locking section of the first train route falls within the first sub-scenario, the second sub-scenario, or the third sub-scenario, if so, proceed to Step S211; otherwise, proceed to Step S22; Step S211: Determine whether the train departure route is the train route, if so, proceed to Step S212; otherwise, proceed to Step S214; Step S212: Determine whether the train has entered the train route after the route signal is cleared, if so, proceed to step S24; otherwise, proceed to step S213; Step S213: Determine whether the section within the train route is fault-occupied after the route signal is cleared, if so, proceed to step S24; otherwise, proceed to step S214; Step S214: Determine whether the departure route is a calling-on route, if so, proceed to step S215; otherwise, proceed to step S22; Step S215: Determine whether the calling-on route signal is closed and whether any section within the calling-on route is occupied, if the calling-on route signal is closed and the any section within the calling-on route is occupied, proceed to step S24; otherwise, proceed to step S22; Step S22: Determine whether the approach locking section of the first train route falls within the second sub-scenario or the third sub-scenario, if so, proceed to Step S221; otherwise, proceed to Step S23; Step S221: Determine whether the departure route signal is cleared, if so, proceed to Step S222; otherwise, proceed to Step S23; Step S222: Determine whether a track is occupied by any train, if so, proceed to step S24; otherwise, proceed to step S23; Step S23: Determine whether the approach locking section of the first train route falls within the third sub-scenario, if so, proceed to step S231; otherwise, proceed to step S25; Step S231: Determine whether combined route signals are all cleared, if so, proceed to step S232; otherwise, proceed to step S25; Step S232: Determine whether the train has entered a preceding route, if so, proceed to step S24; otherwise, proceed to step S233; Step S233: Determine whether any section within the preceding route is occupied, if so, proceed to step S24; if no, proceed to step S25; Step S24: The first train route satisfies the approach locking condition and proceeds to step S26; Step S25: The first train route fails to satisfy the approach locking condition and proceeds to step S26; Step S26: The adjacent station interlocking transmits the determination result to this station interlocking.

12. The computer interlocking system for determining the approach locking of the train route according to claim 11, characterized in that the determination module is also for determining whether the first train route satisfies the approach locking condition under the third determination scenario, specifically comprising following steps: Step S31: Determine whether there is the range at the rear of the route signal of the first train route or whether the route signal of the rear route of the first train route is cleared, if there is the range or the route signal of the rear route is cleared, proceed to Step S32; otherwise, proceed to Step S36; Step S32: The adjacent station interlocking of the range containing the approach locking section under the third determination scenario obtains the range block section status of the range containing the approach locking section under the third determination scenario; Step S33: Determine whether the approach locking section of the first train route is occupied, if so, proceed to Step S34; otherwise, proceed to Step S36; Step S34: Determine whether there is a combined through route at the adjacent station of the range containing the approach locking section under the third determination scenario, and whether the route signal of the combined through route is cleared, if there is the combined through route and the route signal is cleared, proceed to Step S35; otherwise, proceed to Step S36; Step S35: The first train route satisfies the approach locking condition, and the determination result is transmitted to this station interlocking one by one through one or more station interlockings, wherein whenever passing one station, the corresponding station interlocking determines whether there is the combined through route within the station and whether the route signal of the combined through route is cleared, if there is the combined through route and the route signal is cleared, the first train route satisfies the approach locking condition in the corresponding station interlocking, if the first train route satisfies the approach locking condition in all station interlockings through which the determination result is transmitted one by one, the determination result is finally transmitted to this station interlocking, otherwise, proceed to step S36; Step S36: The first train route fails to satisfy the approach locking condition, and the determination result is sequentially transmitted to this station interlocking one by one through one or more station interlockings.

13. The computer interlocking system for determining the approach locking of the train route according to claim 12, characterized in that the determination module is also for determining whether the first train route satisfies the approach locking condition under the fourth determination scenario, specifically comprising following steps: Step S41: Determine whether there is the range at the rear of the route signal of the first train route or whether the route signal of the rear route of the first train route is cleared, if there is the range or the route signal of the rear route is cleared, proceed to Step S42; otherwise, proceed to Step S44; Step S42: Determine whether the first train route satisfies the approach locking condition at the station containing the approach locking section of the first train route, if so, proceed to Step S43; otherwise, proceed to Step S44; Step S43: Transmit the determination result that the first train route satisfies the approach locking condition to this station interlocking one by one through one or more station interlockings, wherein whenever passing one station, the corresponding station interlocking determines whether there is the combined through route within the station and whether the route signal of the combined through route is cleared, if there is the combined through route and the route signal is cleared, the first train route satisfies the approach locking condition in the corresponding station interlocking, if the first train route satisfies the approach locking condition in all station interlockings through which the determination result is transmitted one by one, the determination result is finally transmitted to this station interlocking, otherwise, proceed to step S44; Step S44: If the first train route fails to satisfy the approach locking condition, the determination result is transmitted one by one to this station interlocking through one or more station interlockings.

14. The computer interlocking system for determining the approach locking of the train route according to any one of claims 8-13, characterized in that: communication between any station interlocking and its corresponding adjacent station interlocking, between any station interlocking and its corresponding adjacent section, and between any station interlocking and its corresponding adjacent interlocking is conducted via Ethernet or a relay interface.

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