A system, method and device for detecting track section occupancy

Abstract

The present application discloses a detection system, method and device for the occupancy status of a track section, which determines the occupancy status of the track section to be detected by means of a device group arranged at each end of the track section to be detected. The second device in the device group receives the first detection signal collected by the first device; waveform processing is performed on the first detection signal to obtain first data; and at the same time, the second data determined by the second device in the device group at the other end of the track section to be detected is obtained; based on the relatively accurate first data, second data, and a preset tolerance error determined according to the relay state of the track circuit, the occupancy status is jointly judged. This reduces the impact of other interference signals on the data collected or obtained by the first device or the second device, and improves the anti-interference ability and accuracy of the detection of the occupancy status of the track section.

Description

Technical Field

[0001] The present application relates to the technical field of railway track detection, and more specifically, to a system, method and device for detecting track section occupancy. Background Art

[0002] Identifying track section occupancy ensures the safe operation of railways and vehicles. Track section occupancy can be categorized as either idle or occupied, indicating whether a vehicle is traveling or parked on a particular section of track. If so, the track section is considered occupied; if not, it is considered idle. For occupied track sections, other vehicles can be prohibited from entering them when planning vehicle routes, preventing rear-end collisions and collisions and ensuring railway safety.

[0003] The current method of identifying the status of a track section is usually to configure a collection device at each end of the track section to collect signals from the number of wheel pairs of vehicles passing through the two ends of the track section. The collection devices at both ends transmit the collected signals to the host via cables for data processing to determine the occupancy status of the track section.

[0004] However, the connection between the acquisition equipment and the host is mainly achieved through cables. Due to factors such as the transmission distance and material attenuation of the cable, signal distortion and failure may occur during the signal transmission process, resulting in inaccurate signals received by the host and inability to accurately judge the occupancy status of the current track section. As a result, two vehicles may run simultaneously in the same track section, causing serious safety accidents to railway operations. Summary of the Invention

[0005] In view of this, the present application provides a system, method and device for detecting the occupancy status of a track section, which are used to solve the problem of being unable to accurately determine the occupancy status of the current track section.

[0006] In order to achieve the above objectives, the following solutions are proposed:

[0007] A system for detecting track section occupancy is applied to a track to be detected, wherein the track to be detected includes multiple track sections, each of which includes two ends. The system for detecting track section occupancy includes multiple equipment groups, one equipment group is provided at each end of the track section, and the equipment group provided at each end includes: a first equipment and a second equipment, and the first equipment and the second equipment are connected by a connecting line, wherein:

[0008] The first device collects a first detection signal, where the first detection signal is an electrical signal representing the number of wheel pairs of vehicles passing the end where the first device is located;

[0009] The second device receives the first detection signal collected by the first device; performs waveform processing on the first detection signal to obtain first data, where the first data is the number of wheel pairs of vehicles passing the end;

[0010] The second device obtains second data determined by a second device in the device group at the other end of the track segment to be inspected, where the second data is the number of wheel pairs of vehicles passing through the other end of the track segment to be inspected; and determines an occupancy status of the track segment to be inspected based on a difference between the first data and the second data and a preset tolerance error, where the occupancy status is either an idle state or an occupied state.

[0011] The second device obtains a relay signal of the track circuit where the track section to be detected is located, and makes an initial occupancy judgment on the track section to be detected based on the relay signal; and determines a preset tolerance error according to the result of the initial occupancy judgment.

[0012] Optionally, the second device includes: a result comparison unit and at least two identical counting processing units;

[0013] The counting processing unit is configured to perform the steps of receiving the first detection signal collected by the first device and thereafter, and determine the pending occupancy status of the track section to be detected;

[0014] The result comparison unit is used to compare whether the pending occupancy status of the track section to be detected determined by at least two counting processing units are consistent, and determine the occupancy status of the track section to be detected based on the comparison result.

[0015] A method for detecting track section occupancy, applied to a second device in a system for detecting track section occupancy, wherein when the end of a device group corresponding to the second device is the first end of a track section to be detected, the track section to be detected further includes a second end;

[0016] The method for detecting the track section occupancy condition includes:

[0017] receiving a first detection signal collected by a first device at the first end, the first detection signal being an electrical signal representing the number of wheel pairs of vehicles passing through the first end;

[0018] performing waveform processing on the first detection signal to obtain first data, where the first data is the number of wheel pairs of vehicles passing the first end;

[0019] acquiring second data determined by a second device at the second end, the second data being the number of wheel pairs of vehicles passing through the second end;

[0020] determining an occupancy status of the track section to be inspected based on a difference between the first data and the second data and a preset tolerance error, where the occupancy status is an idle state or an occupied state;

[0021] The process of determining the preset error tolerance includes:

[0022] Obtaining a relay signal of a track circuit where the track section to be detected is located, and performing an initial occupancy determination on the track section to be detected based on the relay signal;

[0023] A preset tolerance is determined according to a result of the initial occupancy condition determination.

[0024] Optionally, after determining that the occupancy status of the track section to be detected is idle, the method further includes:

[0025] determining a time difference between receiving the two probe detection signals in response to consecutively receiving two probe detection signals collected by the first device at the first end, the probe detection signals being electrical signals indicating that the number of wheel pairs of vehicles passing the first end is a preset value;

[0026] When the time difference satisfies a preset time, determining the first detection signal based on the two tentative detection signals;

[0027] When the time difference does not satisfy the preset time, the two probe detection signals are determined to be interference signals, and the occupancy status of the track section to be detected is determined to be the idle state.

[0028] Optionally, determining the occupancy status of the track section to be detected according to the difference between the first data and the second data and a preset tolerance error includes:

[0029] determining a difference between the first data and the second data;

[0030] Determine whether the difference is within the error range corresponding to the preset tolerance error;

[0031] When the difference is within an error range corresponding to the preset tolerance error, determining that the track section to be detected is in an idle state;

[0032] When the difference is not within the error range corresponding to the preset tolerance error, it is determined that the track section to be detected is in an occupied state.

[0033] Optionally, the relay signal includes: a relay state of a track section without a branch rail and a relay state of a track section with an approaching rail, and the relay state includes a suction state and a drop state;

[0034] The initial occupancy determination of the track section to be detected based on the relay signal includes:

[0035] determining whether the relay state of the track section without a branch rail and the relay state of the track section with a close rail are both in the attracted state;

[0036] If the relay state of the track section without a branch rail and the relay state of the track section with an approach rail are both in the attracted state, determining that the result of the initial occupancy condition judgment is an idle state;

[0037] If the relay state of the non-switch rail track section and the relay state of the approach rail track section are both in the attracted state, it is determined that the result of the initial occupancy status judgment is an occupied state.

[0038] Optionally, determining a preset tolerance according to a result of the initial occupancy determination includes:

[0039] When the result of the initial occupancy status judgment is an idle state, a first preset threshold is used as a preset tolerance error, and the first preset threshold is greater than zero;

[0040] When the result of the initial occupancy status judgment is an occupied state, the preset tolerance error is determined to be zero.

[0041] Optionally, also include:

[0042] When the occupancy status of the track section to be detected is idle, a first control instruction is issued to the track circuit where the track section to be detected is located, wherein the first control instruction is an instruction for controlling the relay state of the track section without a branch rail and the relay state of the track section approaching a rail in the track circuit to be in an engaged state;

[0043] When the occupancy status of the track section to be detected is in the occupied state, a second control instruction is issued to the track circuit where the track section to be detected is located, and the second control instruction is an instruction to control the relay state of the non-switch rail track section and the relay state of the approaching rail track section in the track circuit to be in the dropped state.

[0044] Optionally, also include:

[0045] In response to the received reset-to-zero signal, the first data and the second data are reset to zero.

[0046] A device for detecting track section occupancy, applied to a second device in the track section occupancy detection system, wherein when the end of the device group corresponding to the second device is the first end of the track section to be detected, the track section to be detected further includes a second end;

[0047] The device for detecting track section occupancy includes:

[0048] a detection signal acquiring unit, configured to receive a first detection signal collected by a first device at the first end, the first detection signal being an electrical signal representing the number of wheel pairs of vehicles passing through the first end;

[0049] a signal processing unit, configured to perform waveform processing on the first detection signal to obtain first data, wherein the first data is the number of wheel pairs of vehicles passing the first end;

[0050] a data acquisition unit at the other end, configured to acquire second data determined by a second device at the second end, the second data being the number of wheel pairs of vehicles passing through the second end;

[0051] a state determining unit, configured to determine an occupancy status of the track section to be detected based on a difference between the first data and the second data and a preset tolerance error, wherein the occupancy status is an idle state or an occupied state;

[0052] a relay signal acquisition unit, configured to acquire a relay signal of a track circuit where the track section to be detected is located, and to perform an initial occupancy determination on the track section to be detected based on the relay signal;

[0053] The error tolerance determination unit is configured to determine a preset error tolerance according to a result of the initial occupancy condition determination.

[0054] The present application sets up a first device and a second device at both ends of the track section, respectively, and connects the devices at the same end, thereby shortening the cable connection distance between the first device and the second device, facilitating replacement, reducing attenuation, and improving the accuracy of signal transmission, ensuring the accuracy of the detection signal collected by the second device received by the first device, and the first data or second data determined based on the detection signal.

[0055] Based on the relatively accurate first data and second data, as well as the tolerance error determined according to the relay status of the track circuit, the occupancy status is jointly judged to reduce the impact of other interference signals on the data collected or obtained by the first device or the second device, and improve the anti-interference ability and accuracy of the occupancy status detection of the track section. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are merely embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without any creative work.

[0057] Figure 1 A schematic diagram of an optional architecture of a system for detecting track section occupancy provided in an embodiment of the present application;

[0058] Figure 2 A schematic diagram of a flow chart of a method for detecting track section occupancy provided in an embodiment of the present application;

[0059] Figure 3 A schematic diagram of a process for obtaining a preset error tolerance according to an embodiment of the present application;

[0060] Figure 4 An optional example diagram of a track section to be inspected provided in an embodiment of the present application;

[0061] Figure 5 An example diagram of an application of the method for detecting track section occupancy provided in an embodiment of the present application;

[0062] Figure 6 A schematic structural diagram of a device for detecting track section occupancy status provided in an embodiment of the present application. DETAILED DESCRIPTION

[0063] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0064] In existing technology, vehicle-related information at both ends of a track section must be transmitted via cables to a host device at one end to identify vehicle occupancy. However, due to the physical properties of cables, the collected information is transmitted to the host device via cables. This can cause signal distortion and interference during transmission, resulting in inaccurate vehicle occupancy information for the track section. Furthermore, because track sections are typically long lines, transmitting this information via cables at both ends incurs high transmission costs.

[0065] Based on this, an embodiment of the present application proposes a system for detecting the occupancy of a track section, which is applied to a track to be detected. The track to be detected includes multiple track sections, each of which includes two ends. The system for detecting the occupancy of the track section includes multiple equipment groups, and an equipment group is set at each end of the track section. The equipment group set at each end includes: a first device and a second device, and the first device and the second device are connected by a connecting line.

[0066] Reference Figure 1 An optional architectural diagram of a system for detecting track section occupancy provided in an embodiment of the present application is shown, and the system for detecting track section occupancy is illustrated by taking the detection of train tracks as an example. Figure 1 A section of track to be inspected where a train is running is shown. The track to be inspected includes multiple train station platforms A, B, C, D and other platforms not shown. The track connecting two platforms is a track section, and each track section only allows one train to run or stay.

[0067] A device group is installed at the train platform at each end of each track section. The first device and the second device of each device group are connected by a connecting line. In the embodiment of the present application, the connecting line can be a cable. Based on this, the first device and the second device belonging to the same end are connected by a real line, and the second device at the different end realizes information transmission through wireless communication.

[0068] Compared to existing technologies, the first device at Train Station A and the second device at Train Station D are connected via a physical wire, saving cable costs, reducing the need for long-distance cables, and lowering signal loss. Furthermore, information transmission between the second devices at different ends can be achieved using wireless, optical fiber, 2M, or FE channels. Signal transmission is unaffected by transmission distance, increasing redundant signal transmission channels. Furthermore, different channels can be configured based on site conditions, diversifying the physical channels used for information transmission during the inspection process and enhancing device configuration flexibility.

[0069] The first device in each device group is configured to collect a first detection signal (collectively, a detection signal), which is an electrical signal representing the number of wheel pairs of a vehicle passing through the end of the first device. In this embodiment of the present application, the first device may be an axle counter or an axle counting sensor to detect the number of axles as a train passes a certain point (the axle counting point) on the track.

[0070] Optionally, the first device uses an axle sensor mounted on an outdoor rail. The axle sensor is a rim-type active electromagnetic sensor. The axle sensor is fixed to the inside of the rail using a mounting fixture. The sensor detects the rim of a wheel passing above the axle sensor and transmits the passing vehicle information as an electrical signal to the second device via a four-core cable. Alternatively, the first device can use an electromagnetic sensor to sense electromagnetic signals generated by electromagnetic changes when a vehicle's wheel passes the electromagnetic sensor. The collected electromagnetic signal is converted into an electrical signal and transmitted via a cable to the second device.

[0071] The second device in each device group is used to receive the first detection signal from the first device and signals transmitted from other devices to determine the occupancy status of the track section to be detected. Optionally, in this embodiment of the present application, the second device can be a hardware device such as a PC, mobile device, or server that can host software programs for data input, output, calculation, and judgment.

[0072] In the embodiment of the present application, each second device can implement a method for detecting track section occupancy, and determine the vehicle occupancy of the track section to be detected based on the acquired data information corresponding to the track section to be detected. Figure 2 , a flow chart of a method for detecting track section occupancy provided in an embodiment of the present application.

[0073] by Figure 1 The track section AB with train station A and train station B as the two ends is used as the track section to be detected. It is assumed that train station A is the first end of the track section to be detected and train station B is the second end of the track section to be detected. Figure 2 The second device at the first end implements a method for detecting track section occupancy status that requires executing the following process:

[0074] Step S110: receiving a first detection signal collected by a first device at a first end.

[0075] Step S120: performing waveform processing on the first detection signal to obtain first data.

[0076] As described above, the first detection signal is an electrical signal representing the number of wheel pairs of vehicles passing the first end. After receiving the first detection signal, the second device performs waveform processing on the first detection signal, counts and performs statistical calculations on the axles of vehicles passing the first end, and obtains first data, denoted as NA. The first data is a numerical value representing the number of wheel pairs of vehicles passing the first end.

[0077] Optionally, when the first device is an electromagnetic sensor, the electromagnetic sensor comprises a magnetic head, a generator, and a receiver. When a vehicle passes over the magnetic head of the electromagnetic sensor, the shielding effect of the wheel and the diffusion effect of the wheel rim cause the magnetic flux from the link to the receiving coil of the magnetic head to change, significantly reducing the induced voltage. The receiver converts the induced voltage change into an axle electrical pulse signal. The second device counts and statistically analyzes the pulse waveforms of the axle electrical pulse signal to determine the number of pulses representing the induced voltage change, thereby determining the number of axles passing through the first device, i.e., the number of wheel pairs.

[0078] Optionally, in order to improve the accuracy of the second device in counting the number of wheel pairs, an embodiment of the present application provides in the second device: a result comparison unit and at least two identical counting processing units; the counting processing unit is used to execute the steps of receiving the first detection signal collected by the first device and subsequent steps to determine the pending occupancy status of the track section to be detected; the result comparison unit is used to compare whether the pending occupancy status of the track section to be detected determined by at least two of the counting processing units are consistent, and determine the occupancy status of the track section to be detected based on the comparison result.

[0079] A 2-out-of-2 safety structure is implemented based on at least two identical counting processing units to process the first detection signal. It is understood that each counting processing unit can perform waveform processing on the first detection signal to determine the number of wheel pairs passing the first end. Two counting processing units with identical CPUs, hardware, and software process the same first detection signal to obtain the number of wheel pairs. A result comparison unit then compares the numbers of wheel pairs obtained by the two counting processing units. If the numbers of wheel pairs obtained by the two counting processing units match, the consistent numbers of wheel pairs are output as the first data. If they do not match, indicating a problem with the first detection signal or the counting processing unit, and the numbers of at least two wheel pairs currently determined based on the first detection signal are inaccurate, the result comparison unit does not perform an output action, and the counting processing unit continues to process the first detection signal until the numbers of wheel pairs output by each counting processing unit match, at which point the first data is output.

[0080] Based on this consideration, the accuracy of the first data obtained can be improved. By analogy, in the embodiment of the present application, the counting processing unit can not only adopt a 2-out-of-2 safety structure processing method for the first detection signal, but also adopt a 2-out-of-2 safety structure processing method for the output of the final occupancy situation. It can be understood that each counting processing unit executes steps S110-S140 once, and each determines the pending occupancy situation of a track section to be detected. The result comparison unit compares whether the pending occupancy situations determined by each counting processing unit are consistent. If the pending occupancy situations determined by each counting processing unit are consistent, the idle state or occupied state corresponding to the pending occupancy situation is determined as the actual occupancy situation of the track section to be detected. If they are inconsistent, it proves that there may be problems such as calculation errors and signal transmission distortion during the detection process, and re-detection is required. In this way, the accuracy and safety of the occupancy detection of the track section to be detected in the embodiment of the present application can be improved.

[0081] Optionally, the embodiment of the present application may also consider the influence of interference signals. If the error between the numbers of wheel pairs output by each of the counting processing units does not exceed the maximum error caused by the interference signal, the result comparison unit may determine that the numbers of wheel pairs determined by each of the counting processing units are consistent, and take the average value of the numbers of multiple wheel pairs as the first data.

[0082] Step S130: Acquire second data determined by a second device at the second end.

[0083] The second data is the number of wheel pairs of vehicles passing through the second end, which can be recorded as NB. It can be understood that, assuming that a vehicle enters the track section to be detected from the first end of the track section to be detected, if the occupancy status of the track section to be detected is to be set to idle, the vehicle needs to exit from the second end. When the vehicle exits from the second end, it will also pass through the first device at the second end. The first device collects and obtains the second detection signal and transmits it to the second device at the second end via a cable. Step S120 is executed to determine the number of wheel pairs of vehicles passing through the second end. This will not be repeated here. Please refer to the above for details.

[0084] Therefore, to determine the occupancy status of the track to be inspected based on the number of wheel pairs, it is necessary to compare the number of wheel pairs passing through each end. It is understandable that if a second device is set at each end of the track to be inspected, the second device at the second end will also receive the first data sent by the first end. The two second devices will simultaneously compare the number of wheel pairs and each determine the occupancy status of the track to be inspected. This can be used for self-inspection of the track to be inspected. If the comparison results of the first data and the second data at the two ends are different, it proves that the first data or the second data has been distorted during the transmission process, which facilitates railway operation and maintenance personnel to promptly identify railway equipment problems and abnormal occupancy status.

[0085] Step S140: determining the occupancy status of the track section to be detected based on the difference between the first data and the second data, and a preset tolerance error.

[0086] It can be understood that when the number of wheel pairs entering the track section is the same as the number of wheel pairs exiting the track section, it proves that there are no vehicles parked in the current track section. In other words, if the first data and the second data are equal, that is, the difference is zero, then the occupancy status of the track section to be tested is idle; if the first data and the second data are not equal, that is, the difference is not zero, then the occupancy status of the track section to be tested is occupied, and other trains are not allowed to enter the track section to ensure the safety of train operation.

[0087] Inevitably, signal interference will occur during the transmission of the first detection signal, the first data, the second detection signal, and the second data, resulting in certain errors in the data. As a result, due to slight errors, the first data and the second data will misjudge the occupancy status of the track section to be detected as occupied or idle, causing the track section to be idle for a long time with no vehicles passing by, or causing two trains of vehicles to travel on the track section to be detected at the same time, increasing the risk of train accidents.

[0088] Therefore, the embodiment of the present application proposes combining the preset tolerance error and the difference between the first data and the second data to jointly judge the occupancy of the track section to be detected. The process of obtaining the preset tolerance error may include:

[0089] Step S141: Acquire a relay signal of a track circuit where the track section to be detected is located, and make an initial occupancy determination of the track section to be detected based on the relay signal.

[0090] Step S142: determining a preset tolerance according to the result of the initial occupancy determination.

[0091] It can be understood that the track circuit is a circuit composed of the steel rails of a track section as conductors, which is used to detect whether the track section is occupied by a train. When the track section with the track circuit is idle, the relay on the track circuit has enough current passing through to attract the magnetized armature, indicating that the track section is idle and the train is allowed to occupy it; when the train enters the track section, the current flows through the train wheels instead of the relay. The relay releases the armature due to demagnetization, indicating that the track section is occupied and no train is allowed to enter.

[0092] Therefore, the embodiment of the present application can initially determine the occupancy status of the current track section to be detected based on the relay signal on the track circuit composed of the rails of the track section to be detected. For example, when the relay signal indicates that a current that meets the threshold value passes through and the magnetized armature is attracted, it can be initially determined that the current track section to be detected is idle and no vehicle enters. Then the first data and the second data should be equal, or the first data and the second data are equal and both are zero, but due to some interference, the sensor senses a change in axis 1. At this time, the second device will determine that the current track section to be detected is occupied, and the signal allowing the vehicle to enter will be turned off, causing the track to be idle for a long time, wasting track resources.

[0093] Therefore, when the initial occupancy status is idle, a tolerance error can be preset to provide negligible small errors caused by interference during signal acquisition or transmission, thereby improving the anti-interference ability during the occupancy status judgment process.

[0094] Different initial occupancy conditions determined based on different relay signals may result in different corresponding preset tolerances, or the preset tolerances may manifest themselves in different ways. For example, the preset tolerance may be an error judgment condition, whereby the actual occupancy condition of the track to be inspected is determined when the difference between the first data and the second data satisfies the error judgment condition; or the preset tolerance may be an error judgment instruction, whereby an error is determined as long as the difference between the first data and the second data is not zero, and the initial occupancy judgment result is corrected according to the error judgment instruction.

[0095] To summarize, the embodiment of the present application sets a first device and a second device at both ends of the track section, respectively, and connects the devices at the same end, thereby shortening the cable connection distance between the first device and the second device, facilitating replacement, reducing attenuation, and improving the accuracy of signal transmission, thereby ensuring the accuracy of the detection signal collected by the second device received by the first device, as well as the first data or second data determined based on the detection signal.

[0096] Based on the relatively accurate first data and second data, as well as the tolerance error determined according to the relay status of the track circuit, the occupancy status is jointly judged to reduce the impact of other interference signals on the data collected or obtained by the first device or the second device, and improve the anti-interference ability and accuracy of the occupancy status detection of the track section.

[0097] Furthermore, the method for detecting track section occupancy is described in detail in conjunction with the following embodiments.

[0098] Optionally, in an embodiment of the present application, the relay signal may include: a relay state (WG) of a track section without a branch rail and a relay state (JG) of a track section with an approaching rail, and the relay state includes a suction state and a drop state.

[0099] The process of making an initial occupancy judgment on the track section to be detected based on the relay signal may include: judging whether the relay state of the track section without a branch rail and the relay state of the track section approaching the rail are both in the attracted state; if the relay state of the track section without a branch rail and the relay state of the track section approaching the rail are both in the attracted state, determining that the result of the preliminary initial occupancy judgment is an idle state; if the relay state of the track section without a branch rail and the relay state of the track section approaching the rail are not both in the attracted state, determining that the result of the preliminary initial occupancy judgment is an occupied state.

[0100] Based on the track circuit description above, it can be seen that the relays referenced in the embodiments of this application are the relay states of the non-switch track section relay and the approach track section relay. When the relay states of both are in the attracted state, the current track section to be detected can be preliminarily determined to be idle and unoccupied. If the relay state of either the non-switch track section relay or the approach track section relay is in the dropped state, it proves that the current track section is occupied by a vehicle, and the initial occupancy status is occupied and adjusted.

[0101] Based on the result of the above-mentioned initial occupancy situation judgment, the process of determining the preset tolerance error corresponding to the initial occupancy situation may include: when the result of the initial occupancy situation judgment is an idle state, using a first preset threshold as the tolerance error, and the first preset threshold is greater than zero; when the result of the initial occupancy situation judgment is an occupied state, determining that the tolerance error is zero.

[0102] In order to avoid the situation where no vehicle enters the track section to be detected when the track section to be detected is in an idle state, but the first device senses the signal of the wheel passing due to signal interference, the embodiment of the present application determines a preset tolerance error with a certain error range value when the initial occupancy state is an idle state. The error range value can collect the impact of the interference signal on the output data of the first device in the past, and analyze the maximum error value and the minimum error value between the output data of the interfered with and the normal output data, and use the interval range defined by the two as the error range value. Alternatively, the error range value can be set according to the experience of railway operators and can be adjusted at any time.

[0103] When the initial occupancy status is occupied, the number of wheel pairs at both ends of the track section to be inspected is normally unequal, resulting in a discrepancy. Therefore, if the initial occupancy status is occupied, the preset tolerance can be omitted or set to zero. This means that only when the first and second data are completely equal can the idle state be determined; otherwise, the occupied state is determined.

[0104] From the above, it can be seen that the preset tolerance error in the embodiment of the present application can be an error range value. Then, the embodiment of the present application combines the preset tolerance error and the difference between the first data and the second data to jointly judge the occupancy status of the track segment to be detected. The process may include: determining the difference between the first data and the second data; judging whether the difference is within the error range corresponding to the tolerance error; when the difference is within the error range corresponding to the tolerance error, determining that the track segment to be detected is in an idle state; when the difference is not within the error range corresponding to the tolerance error, determining that the track segment to be detected is in an occupied state.

[0105] It is understandable that, since the preset tolerance error is determined based on the preliminary occupancy situation, there is a prerequisite when judging the occupancy situation in combination with the preset tolerance error, that is, the initial occupancy situation has been determined. In the case where the initial occupancy situation has been determined, if the initial occupancy situation is an idle state, the preset tolerance error is a determined error range value. Assuming that the error range corresponding to the preset tolerance error is [-n, +n], if the difference between the first data and the second data is within the range of [-n, +n], the occupancy situation of the track section to be detected is determined to be an idle state, thereby improving the interference axis redundancy capability of the embodiment of the present application during the detection process. If the initial occupancy situation is an occupied state, the preset tolerance error is zero. Only when the first data and the second data are completely equal can it be determined as an idle state. Otherwise, it is determined to be an occupied state, leaving no margin for interference signals.

[0106] According to the above situation, it can be accurately determined whether the occupancy status of the current track section to be detected is idle or occupied. Corresponding to the idle or occupied state, it is also necessary to coordinate the relay of the track circuit to transmit externally whether the current track section allows vehicles to enter. Optionally, the process of transmitting the occupancy status of the current track section to be detected externally through the relay may include: when the occupancy status of the track section to be detected is idle, issuing a first control instruction to the track circuit where the track section to be detected is located, the first control instruction being an instruction for controlling the relay state of the track section without a branch rail and the relay state of the track section approaching the rail in the track circuit to be in the attracted state.

[0107] When the occupancy status of the track section to be detected is in the occupied state, a second control instruction is issued to the track circuit where the track section to be detected is located, and the second control instruction is an instruction to control the relay state of the non-switch rail track section and the relay state of the approaching rail track section in the track circuit to be in the dropped state.

[0108] like Figure 4 An optional example diagram of a track section to be inspected provided in an embodiment of the present application, when the number of wheel pairs passing through station A (or first data) is equal to the number of wheel pairs passing through station B (or second data), the second device at station A and the second device at station B will both determine that the current track section AB is in an idle state and allow vehicles to enter. Therefore, the second devices at stations A and B will both send a signal or control instruction to the track circuit indicating that the current section AB is in an idle state, so that the track circuit responds to the signal or control instruction and adjusts to a state that allows vehicles to enter. The second devices at stations A and B that are in an occupied state will also send a signal or control instruction to indicate that the current section AB is in an occupied state, so that the track circuit responds to the signal or control instruction and adjusts to a state that prohibits vehicles from entering.

[0109] Optionally, the control instruction sent to the track circuit in the embodiment of the present application is an instruction for controlling the relay state of the track section without a branch track and the relay state of the track section close to the track in the track circuit. Figure 4 When track section AB is idle, the track circuit responds to the idle track state and the first control command. The relay (WG / JG) on the track circuit attracts the magnetized armature, closing the front contact. This allows sufficient current to connect the green circuit of the color light signal, displaying a green light and indicating that the line ahead is idle and that vehicles can pass. When a vehicle passes through track section AB, the track circuit responds to the vehicle's moving state and the second control command. Current stops flowing through the relay, and the relay loses its magnetization, releasing the armature, causing it to connect to the rear contact, connecting the red circuit of the signal and displaying a no-go signal.

[0110] In addition, the embodiment of the present application can also distinguish interference signals to avoid the situation where, when it is determined that the track section to be detected is in an idle state, the interference signal collected by the first device is identified as a signal of a passing vehicle due to signal interference, while in fact no vehicle has passed. However, the track occupancy status has been determined to be occupied based on the interference signal, resulting in the track being idle.

[0111] In an embodiment of the present application, the process of judging an interference signal may include: continuously receiving two probe detection signals collected by the first device at the first end, the probe detection signal representing an electrical signal that the number of wheel pairs of vehicles passing through the first end is a preset value; determining the time difference between receiving the two probe detection signals; when the time difference meets the preset time, determining the first detection signal based on the two probe detection signals; when the time difference does not meet the preset time, determining that the two probe detection signals are interference signals, and determining that the occupancy status of the track section to be detected is the idle state.

[0112] The preset value may be set to 1, indicating that the probe detection signal is an electrical signal collected when a wheel pair or axle of the vehicle passes through the first device.

[0113] If the two-axle signal does not appear continuously within the preset time, it is considered that the two-axle signal is an interference signal. Otherwise, the two-axle signal is a vehicle entry signal. The two-axle signal is a signal indicating that two axles have passed through the first device. It is understandable that the shortest or longest time for the two axles to pass through the first device is determined based on the distance between the two axles of a general train and the speed at which the train enters the station. Assume that the longest time is 5s. If the two-axle signal appears continuously within 5s, it may be that a train has entered and the axles of the train have passed through the first device continuously; if the duration of the two-axle signal exceeds 5s, the two-axle signal can be determined as an interference signal, based on which the accuracy of determining the interference signal can be improved.

[0114] Due to different train models and speeds, the time it takes for two consecutive axles to pass through the first device when different trains enter the station is not a fixed value. Therefore, the preset time can be adaptively adjusted by railway operation and maintenance personnel, or determined using prediction technologies such as large models.

[0115] Based on the above situation, it can be seen that when detecting the occupancy status of the track section, it is inevitably interfered by other factors, and there may still be misjudgment of the occupancy status. In order to reduce the losses caused by misjudgment of the occupancy status, the second device of the embodiment of the present application can also respond to the received reset signal to set the first data and the second data to zero.

[0116] Assuming that the actual occupancy status of the track section is idle, it is mistakenly believed to be occupied due to the interference signal. The second device can respond to the reset signal sent by the railway operation and maintenance personnel, set the first data and the second data to zero, so that the first data is equal to the second data, and the occupancy status of the track section is restored to the idle state.

[0117] Reference Figure 5The diagram showing an application example of the method for detecting the occupancy of a track section provided in an embodiment of the present application illustrates the practical application of the method for detecting the occupancy of a track section provided in an embodiment of the present application, but does not indicate that the method is limited to this one implementation method.

[0118] Figure 5 The example shown is a track section in a track, wherein a device group installed at each end includes: a sensor and a host device, and the host device mainly includes: a counting host unit, an axis device, a power supply unit, and a system monitoring unit. It can be understood that the sensor is the first device, and the counting host unit is the second device, which is used to implement the above-mentioned method for detecting the track section occupancy, process various data, and output the track section occupancy status. Since the device group composition at each end is the same, Figure 5 Only the device group of station A is shown in this example.

[0119] In this example, the counting host unit can also be integrated with the axle display device on the railway operation and maintenance personnel's console to display data such as axle data and occupancy detection results. Furthermore, the counting host unit can be integrated with other equipment units such as the system monitoring unit and power supply unit to form a single host device. Furthermore, multiple counting host units can be integrated into a host device, with each counting host unit corresponding to a bottleneck in the station.

[0120] Specifically, the sensor collects the number of wheel pairs or axles passing through station A, converts them into electrical signals, and transmits them via a cable to the counting host unit for calculation, generating the first data. The first data from this station is packaged using the RSSP-I security protocol and transmitted to the counting host unit at the adjacent station B via the channel module and the inter-station transmission channel. Simultaneously, the sensor receives the second data from the counting host unit at the adjacent station B in the same manner. After logical judgment, the sensor outputs whether the track section is occupied or idle.

[0121] The counting host unit includes a signal processing module, a counting module, up to two redundant channel processing modules, and a motherboard. The signal processing module is used to power the sensor and uses a 2-out-of-2 safety structure to identify the electrical signals transmitted by the sensor.

[0122] The counting module also employs a 2-out-of-2 safety architecture. In dual-processor mode, multiple counting processing units within the counting module independently collect sensor and relay signals, as well as the secondary data from neighboring station B received via the channel module. Based on the track section's count-in and count-out attributes, the module calculates the number of axles in each section and determines the occupancy status of each track section. Only when the processing results of each counting processing unit are consistent is the counting module allowed to output an idle control signal or idle code information, and output a GJ signal to activate the GJ relay.

[0123] The channel processing module is used to transmit axle counting information between two stations and features a redundant mode. Each channel has two optical fibers, two FE channels, and one 2M network channel, all used for information transmission between the two stations. Inter-station information transmission channels can be diversified to meet different project requirements. The channel type and number are not limited to those described above and can be configured based on project requirements. The motherboard provides electrical connections between the various boards in the counting host unit and provides external interfaces.

[0124] The system monitoring unit integrated with the counting host unit can collect monitoring information from each module, receive monitoring data from the axle counting equipment at the neighboring station, store and record it, and forward the summarized monitoring data to the centralized monitoring through the RS422 interface and to the CTC terminal through the RS485 interface.

[0125] The following describes the device for detecting the track section occupancy status provided in an embodiment of the present application. The device for detecting the track section occupancy status described below and the method for detecting the track section occupancy status described above can be referred to in correspondence with each other.

[0126] First, combine Figure 6 , the track section occupancy detection device of the second device used in the above-mentioned track section occupancy detection system is introduced, such as Figure 6 As shown, the device for detecting the track section occupancy situation may include:

[0127] A detection signal acquisition unit 100 is configured to receive a first detection signal collected by a first device at the first end, the first detection signal being an electrical signal representing the number of wheel pairs of vehicles passing through the first end;

[0128] a signal processing unit 200 configured to perform waveform processing on the first detection signal to obtain first data, where the first data is the number of wheel pairs of vehicles passing the first end;

[0129] The other-end data acquisition unit 300 is configured to acquire second data determined by a second device at the second end, where the second data is the number of wheel pairs of vehicles passing through the second end;

[0130] A state determination unit 400 is configured to determine an occupancy status of the track section to be detected based on a difference between the first data and the second data and a preset tolerance error, where the occupancy status is either an idle state or an occupied state;

[0131] a relay signal acquisition unit 500 for acquiring a relay signal of a track circuit where the track section to be detected is located, and performing an initial occupancy determination on the track section to be detected based on the relay signal;

[0132] The error tolerance determination unit 600 is configured to determine a preset error tolerance according to a result of the initial occupancy condition determination.

[0133] To summarize, the embodiment of the present application sets a first device and a second device at both ends of the track section, respectively, and connects the devices at the same end, thereby shortening the cable connection distance between the first device and the second device, facilitating replacement, reducing attenuation, and improving the accuracy of signal transmission, thereby ensuring the accuracy of the detection signal collected by the second device received by the first device, as well as the first data or second data determined based on the detection signal.

[0134] Based on the relatively accurate first data and second data, as well as the tolerance error determined according to the relay status of the track circuit, the occupancy status is jointly judged to reduce the impact of other interference signals on the data collected or obtained by the first device or the second device, and improve the anti-interference ability and accuracy of the occupancy status detection of the track section.

[0135] Optionally, also include:

[0136] a time difference determining unit configured to determine, after the state determining unit 400 determines that the occupancy status of the track section to be inspected is an idle state, a time difference between the two received probe detection signals in response to consecutively receiving two probe detection signals acquired by the first device at the first end, the probe detection signal being an electrical signal indicating that the number of wheel pairs of vehicles passing the first end is a preset value;

[0137] a detection signal determining unit, configured to determine the first detection signal based on the two trial detection signals when the time difference satisfies a preset time;

[0138] An interference signal determination unit is used to determine that the two probe detection signals are interference signals when the time difference does not meet the preset time, and to determine that the occupancy status of the track section to be detected is the idle state.

[0139] Optionally, the state determination unit 400 includes:

[0140] a difference determination subunit, configured to determine a difference between the first data and the second data;

[0141] A difference judgment subunit is used to judge whether the difference is within the error range corresponding to the tolerance error;

[0142] a first state determination subunit, configured to determine that the track section to be detected is in an idle state when the judgment result of the difference judgment subunit is yes;

[0143] The second state determination subunit is used to determine that the track section to be detected is in an occupied state when the judgment result of the difference judgment subunit is no.

[0144] Optionally, the relay signal includes: a relay state of a track section without a branch rail and a relay state of a track section with an approaching rail, and the relay state includes a suction state and a drop state;

[0145] The relay signal acquisition unit 500 includes:

[0146] a relay state judgment subunit, configured to judge whether the relay state of the track section without a branch rail and the relay state of the track section with an approach rail are both in the attracted state;

[0147] an initial state first determination subunit, configured to determine that the result of the initial occupancy condition determination is an idle state when the determination result of the relay state determination subunit is yes;

[0148] The second initial state determination subunit is configured to determine that the result of the initial occupancy condition determination is an occupied state when the determination result of the relay state determination subunit is no.

[0149] Optionally, the tolerance error determining unit 600 includes:

[0150] a first error determination subunit, configured to use a first preset threshold as a preset tolerance error when the result of the initial occupancy status determination is an idle state, wherein the first preset threshold is greater than zero;

[0151] The second error determination subunit is configured to determine that the preset tolerance error is zero when the result of the initial occupancy status judgment is an occupied state.

[0152] Optionally, the device further includes:

[0153] a first instruction sending unit, configured to send a first control instruction to the track circuit in which the track section to be detected is located, when the occupancy status of the track section to be detected is in an idle state, wherein the first control instruction is an instruction for controlling the relay state of the track section without a branch rail and the relay state of the track section approaching a rail in the track circuit to be in an engaged state;

[0154] The second instruction sending unit is used to send a second control instruction to the track circuit where the track section to be detected is located when the occupancy status of the track section to be detected is in the occupied state. The second control instruction is an instruction to control the relay state of the non-switch rail track section and the relay state of the approaching rail track section in the track circuit to be in the dropped state.

[0155] Optionally, the device may further include:

[0156] A zeroing unit is configured to reset the first data and the second data to zero in response to a received reset-to-zero signal.

[0157] Finally, it should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or device comprising the element.

[0158] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0159] The above description of the disclosed embodiments is intended to enable one skilled in the art to implement or use the present application. Various modifications to these embodiments will be readily apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A system for detecting track section occupancy, characterized in that: Applied to a track to be inspected, the track to be inspected includes multiple track sections, each of the track sections includes two ends, and the detection system for the track section occupancy status includes multiple equipment groups, each end of the track section is provided with an equipment group, and the equipment group provided at each end includes: a first device and a second device, and the first device and the second device are connected by a connecting line, wherein: The first device collects a first detection signal, where the first detection signal is an electrical signal representing the number of wheel pairs of vehicles passing the end where the first device is located; The second device receives the first detection signal collected by the first device; performs waveform processing on the first detection signal to obtain first data, where the first data is the number of wheel pairs of vehicles passing the end; The second device obtains second data determined by a second device in the device group at the other end of the track segment to be inspected, where the second data is the number of wheel pairs of vehicles passing through the other end of the track segment to be inspected; and determines an occupancy status of the track segment to be inspected based on a difference between the first data and the second data and a preset tolerance error, where the occupancy status is either an idle state or an occupied state. The second device obtains a relay signal of the track circuit where the track section to be detected is located, and makes an initial occupancy judgment on the track section to be detected based on the relay signal; and determines a preset tolerance error according to the result of the initial occupancy judgment.

2. The track section occupancy detection system according to claim 1, characterized in that: The second device comprises: a result comparison unit and at least two identical counting processing units; The counting processing unit is configured to perform the steps of receiving the first detection signal collected by the first device and thereafter, and determine the pending occupancy status of the track section to be detected; The result comparison unit is used to compare whether the pending occupancy status of the track section to be detected determined by at least two counting processing units are consistent, and determine the occupancy status of the track section to be detected based on the comparison result.

3. A method for detecting track section occupancy, characterized in that: A second device applied to the system for detecting track section occupancy according to claim 1, wherein when the end of the device group corresponding to the second device is the first end of the track section to be detected, the track section to be detected further includes a second end; The method for detecting the track section occupancy condition includes: receiving a first detection signal collected by a first device at the first end, the first detection signal being an electrical signal representing the number of wheel pairs of vehicles passing through the first end; performing waveform processing on the first detection signal to obtain first data, where the first data is the number of wheel pairs of vehicles passing the first end; acquiring second data determined by a second device at the second end, the second data being the number of wheel pairs of vehicles passing through the second end; determining an occupancy status of the track section to be inspected based on a difference between the first data and the second data and a preset tolerance error, where the occupancy status is an idle state or an occupied state; The process of determining the preset error tolerance includes: Obtaining a relay signal of a track circuit where the track section to be detected is located, and performing an initial occupancy determination on the track section to be detected based on the relay signal; A preset tolerance is determined according to a result of the initial occupancy condition determination.

4. The method for detecting track section occupancy according to claim 3, characterized in that: After determining that the occupancy status of the track section to be detected is an idle state, the method further includes: determining a time difference between receiving the two probe detection signals in response to consecutively receiving two probe detection signals collected by the first device at the first end, the probe detection signals being electrical signals indicating that the number of wheel pairs of vehicles passing the first end is a preset value; When the time difference satisfies a preset time, determining the first detection signal based on the two tentative detection signals; When the time difference does not satisfy the preset time, the two probe detection signals are determined to be interference signals, and the occupancy status of the track section to be detected is determined to be the idle state.

5. The method for detecting track section occupancy according to claim 3, characterized in that: The determining, based on a difference between the first data and the second data and a preset tolerance error, an occupancy status of the track section to be detected includes: determining a difference between the first data and the second data; Determine whether the difference is within the error range corresponding to the preset tolerance error; When the difference is within an error range corresponding to the preset tolerance error, determining that the track section to be detected is in an idle state; When the difference is not within the error range corresponding to the preset tolerance error, it is determined that the track section to be detected is in an occupied state.

6. The method for detecting track section occupancy according to claim 3, characterized in that: The relay signal includes: a relay state of a track section without a branch rail and a relay state of a track section with a close rail, and the relay state includes a suction state and a drop state; The initial occupancy determination of the track section to be detected based on the relay signal includes: determining whether the relay state of the track section without a branch rail and the relay state of the track section with a close rail are both in the attracted state; If the relay state of the track section without a branch rail and the relay state of the track section with an approach rail are both in the attracted state, determining that the result of the initial occupancy condition judgment is an idle state; If the relay state of the non-switch rail track section and the relay state of the approach rail track section are both in the attracted state, it is determined that the result of the initial occupancy status judgment is an occupied state.

7. The method for detecting track section occupancy according to claim 3 or 5, characterized in that: Determining a preset error tolerance based on a result of the initial occupancy determination includes: When the result of the initial occupancy status judgment is an idle state, a first preset threshold is used as a preset tolerance error, and the first preset threshold is greater than zero; When the result of the initial occupancy status judgment is an occupied state, the preset tolerance error is determined to be zero.

8. The method for detecting track section occupancy according to claim 3, characterized in that: Also includes: When the occupancy status of the track section to be detected is idle, a first control instruction is issued to the track circuit where the track section to be detected is located, wherein the first control instruction is an instruction for controlling the relay state of the track section without a branch rail and the relay state of the track section approaching a rail in the track circuit to be in an engaged state; When the occupancy status of the track section to be detected is in the occupied state, a second control instruction is issued to the track circuit where the track section to be detected is located, and the second control instruction is an instruction to control the relay state of the non-switch rail track section and the relay state of the approaching rail track section in the track circuit to be in the dropped state.

9. The method for detecting track section occupancy according to claim 3, characterized in that: Also includes: In response to the received reset-to-zero signal, the first data and the second data are reset to zero.

10. A device for detecting track section occupancy, characterized in that: A second device applied to the system for detecting track section occupancy according to claim 1, wherein when the end of the device group corresponding to the second device is the first end of the track section to be detected, the track section to be detected further includes a second end; The device for detecting track section occupancy includes: a detection signal acquiring unit, configured to receive a first detection signal collected by a first device at the first end, the first detection signal being an electrical signal representing the number of wheel pairs of vehicles passing through the first end; a signal processing unit, configured to perform waveform processing on the first detection signal to obtain first data, wherein the first data is the number of wheel pairs of vehicles passing the first end; a data acquisition unit at the other end, configured to acquire second data determined by a second device at the second end, the second data being the number of wheel pairs of vehicles passing through the second end; a state determining unit, configured to determine an occupancy status of the track section to be detected based on a difference between the first data and the second data and a preset tolerance error, wherein the occupancy status is an idle state or an occupied state; a relay signal acquisition unit, configured to acquire a relay signal of a track circuit where the track section to be detected is located, and to perform an initial occupancy determination on the track section to be detected based on the relay signal; The error tolerance determination unit is configured to determine a preset error tolerance according to a result of the initial occupancy condition determination.

Images