A method, device and medium for detecting vehicle crossing of a TACS system protection zone boundary

Abstract

This invention relates to a method, device, and medium for detecting vehicle crossings at the boundary of a protected area in a TACS system. The method includes the following steps: Step S1: Deploying an axle counter (AxC) at the boundary between the protected area and the monitored area, with a pair of beacons and a signal deployed at both ends of the axle counting area; Step S2: When a train in manual driving mode is at a set distance from the axle counter (AxC), it requests road resources from the trackside resource controller (WRC); Step S3: After the train obtains road resources, the onboard train controller (CC) or the trackside train controller (WTC) calculates the authorized crossing and sends an axle counting alarm suppression message to the trackside resource controller (WRC); Step S4: The trackside resource controller (WRC) determines whether to send an alarm to the Automatic Train Monitoring System (ATS) and whether to restrict the train from requesting any resources within the axle counting area. Compared with existing technologies, this invention has advantages such as high system safety, high operating efficiency, good stability, low complexity, and low maintenance costs.

Description

Technical Field

[0001] This invention relates to the field of rail transit signal control, and in particular to a method, equipment and medium for detecting vehicle crossings at the boundary of a TACS system protected area. Background Technology

[0002] In traditional CBTC signaling systems, crossing detection is the primary means of train safety protection, mainly achieved through track circuits or axle counting devices. Since CBTC systems employ centralized trackside resource management, both detection methods require extensive cabling and trackside control equipment. This complicates data transmission, hinders the efficiency of safety control information updates, and results in relatively high system complexity, maintenance costs, limited application scenarios, and low reliability.

[0003] With technological advancements, the Train Autonomous Circumvention System (TACS), based on vehicle-to-vehicle communication, has become more widely used. Compared to the traditional CBTC system, the TACS system adds the functionality of the onboard controller and optimizes the architecture, significantly reducing the system's complexity.

[0004] Existing crossing detection methods are mostly based on CBTC system equipment, which is highly complex and its stability is difficult to guarantee. Currently, axle counting equipment is rarely used in TACS systems. At the same time, TACS systems lack real-time detection methods for train crossings in depots and main lines, making the vehicle scheduling problem in multi-train situations in TACS systems increasingly prominent and increasing system maintenance costs.

[0005] How to achieve real-time train crossing detection in the TACS system has become a technical problem that needs to be solved. Summary of the Invention

[0006] The purpose of this invention is to overcome the defects of the prior art by providing a TACS system for detecting vehicle crossings at protected area boundaries, including a method, equipment, and medium.

[0007] The objective of this invention can be achieved through the following technical solutions:

[0008] According to one aspect of the present invention, a method for detecting vehicle crossings at the boundary of a protected area using a TACS system is provided, the method comprising the following steps:

[0009] Step S1: Deploy the axle counting device AxC at the boundary between the protected area and the monitoring area, and deploy a pair of beacons and a signal at both ends of the axle counting area;

[0010] Step S2: When the train in manual driving mode is at a distance set by the axle counting device AxC, it requests road resources from the trackside resource controller WRC;

[0011] Step S3: After the train acquires road resources, the onboard train controller CC or the trackside train controller WTC calculates the authorized crossing and sends axle counting alarm suppression information to the trackside resource controller WRC.

[0012] Step S4: The trackside resource controller (WRC) determines whether to send an alarm to the Automatic Train Monitoring System (ATS) and whether to restrict trains from requesting any resources within the axle counting area.

[0013] Preferably, in step S1, the axle counting device AxC is deployed to ensure that at least one section is located in the protected area. The axle counting device AxC consists of at least one pair of counting heads, which determine the state of the axle counting area by counting the number of wheel sets of passing vehicles.

[0014] More preferably, the axle counting area is the area between a pair of counting heads. The axle counting area has two states: idle and occupied. The idle state indicates that no vehicle is currently crossing the axle counting area, and the occupied state indicates that the axle counting area is currently occupied.

[0015] More preferably, the spacing between the counting heads should meet the following conditions:

[0016] 1) Greater than the maximum distance between any two wheelsets of all vehicle types;

[0017] 2) Greater than the train's maximum speed in the depot * network delay, where the network delay is the sum of the network delays from the axle counting device AxC to ECID and from ECID to the trackside resource controller WRC.

[0018] Preferably, in step S2, the road resources include the resources of the axle counting device AxC, turnouts, and signal machines.

[0019] Preferably, in step S2, when the train requests road resources from the trackside resource controller WRC at a set distance from the axle counting device AxC, if a vehicle is crossing the axle counting area ahead, the axle counting status is occupied, and the train cannot request resources from the axle counting device AxC.

[0020] Preferably, step S3 specifically involves: the onboard train controller (CC) or the trackside train controller (WTC) calculating the worst-case train positioning and axle counting distance based on the train safety positioning data and axle counting deployment location information, comparing it with the length of the intruding vehicle, and after integrating the turnout information, sending axle counting alarm suppression information to the trackside resource controller (WRC).

[0021] More preferably, the train safety positioning is updated via beacons when the train is approaching the axle counting area, and the worst-case train positioning and axle counting distance is the distance from the front of the train approaching the axle counting area to the axle counting area, wherein the worst-case train positioning is located at the end of the vehicle safety positioning range that is far from the axle counting area.

[0022] More preferably, in the worst-case scenario, if the distance between the train positioning and the axle counting device is less than the length of the intruding train, then there is no intruding train between the train and the axle counting device AxC.

[0023] More preferably, the length of the intruding vehicle is the minimum distance from the first pair of wheels to the rear of the train among all vehicle types.

[0024] Preferably, step S4 specifically involves the following steps: the trackside resource controller (WRC) receives axle counting alarm suppression information from the onboard train controller (CC) or the trackside train controller (WTC), and axle counting status information from the ECID. The WRC then verifies the validity of the axle counting alarm suppression information and makes a comprehensive judgment on whether to send an alarm to the Automatic Train Monitoring System (ATS) and whether to restrict the train from applying for any resources within the axle counting area.

[0025] More preferably, the comprehensive judgment includes considering the signal synchronization between the on-board train controller (CC) or the trackside train controller (WTC) and the ECID.

[0026] More preferably, the comprehensive determination of whether to send an alarm to the Automatic Train Monitoring System (ATS) specifically involves: if the axle counting status received by the trackside resource controller (WRC) is in an occupied state, and the onboard train controller (CC) or the trackside train controller (WTC) promptly sends axle counting alarm suppression information, then no alarm is generated; otherwise, an alarm is sent to the Automatic Train Monitoring System (ATS) and the vehicle is restricted from applying for any resources within the axle counting area.

[0027] According to a second aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

[0028] According to a third aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.

[0029] Compared with the prior art, the present invention has the following beneficial effects:

[0030] 1. This invention uses onboard and trackside equipment in the TACS system to solve the problem of train crossing detection and dispatch control when trains pass through protected areas and monitored areas, thereby improving the system's operating efficiency and stability.

[0031] 2. This invention can control vehicles entering and exiting protected areas in complex environments, avoid unauthorized or uncontrolled vehicles on the route, reduce the possibility of risks, and improve the safety performance of the system.

[0032] 3. This invention can improve security while reducing system complexity and maintenance costs. Attached Figure Description

[0033] Figure 1 This is a data flow diagram of the axle counting system in this invention;

[0034] Figure 2 This refers to a normal driving scenario in this invention;

[0035] Figure 3 This invention describes an abnormal train operation scenario where an intruding train is positioned in front of the authorized train.

[0036] Figure 4 This is an abnormal train operation scenario in this invention: an intruding train appears to be following behind the authorized train.

[0037] In the attached diagram, A1 is the first counting head, A2 is the second counting head, A11 is AxC_loc1, A21 is AxC_loc2, S1 is Safe_loc1, S2 is Safe_loc2, B is a beacon, D is a signal light, P is a protection zone, S is a monitoring zone, Z is an axle counting zone, T is a train, T1 is an authorized train, T2 is an intruding train, L1 is the train length, L2 is the intruding train length, and L3 is the train safety zone. Detailed Implementation

[0038] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0039] This invention relates to a technology for enabling track occupancy detection in the boundary area between the protected area P and the monitored area S using the TACS system. Based on the onboard and trackside equipment of the TACS system, crossing detection is performed on trains T entering and leaving the depot, thereby achieving track vehicle control, improving operational efficiency, and ensuring system availability.

[0040] The TACS system includes an axle counter (AxC), an electronic computer-based interlocking drive system (ECID), a beacon (B), domain entry signals (D), a wayside resource controller (WRC), a wayside train controller (WTC), or a carborne controller (CC).

[0041] The axle counting device AxC is responsible for vehicle crossing detection. ECID collects axle counting status and uploads it to the trackside resource controller WRC. Beacon B provides train positioning, and signal D displays train command and dispatch signals. Both the trackside train controller WTC and the onboard train controller CC are used to control the train. The onboard train controller CC is the primary controller with the highest priority, while the trackside train controller WTC is the backup controller, controlling train operation when the primary controller malfunctions. The trackside resource controller WRC receives axle counting status from ECID and axle counting suppression information from the vehicle, and makes a comprehensive judgment based on this information to determine whether to send an alarm to the Automatic Traffic Supervision (ATS).

[0042] This embodiment relates to a method for detecting vehicle crossings at protected area boundaries using a TACS system. The method includes the following steps:

[0043] Step S1: Deploy the axle counting device AxC.

[0044] like Figure 2 As shown, the implementation of this scheme requires deploying the axle counting device AxC at the boundary between the protected area P and the monitoring area S for train crossing detection. This deployment must ensure that at least one section is located within the protected area P. The axle counting device AxC consists of at least one pair of counting heads, for example... Figure 2 The first counting head A1 and the first counting head A2 are located in the middle. The area between the pair of counting heads is the axle counting zone Z (AxC zone). The two ends of the axle counting zone Z are equipped with a pair of beacons B and signal devices D to realize the safe positioning of vehicles and traffic guidance.

[0045] The counting head determines the occupancy status of the axle counting area Z by counting the number of wheel sets of passing vehicles. Two states are used to represent this: 0 represents "free," indicating that no vehicles are currently passing through; 1 represents "occupied," indicating that the axle counting area Z is occupied.

[0046] When deploying the axon counting equipment AxC, the distance between the two counting heads should meet the following two conditions:

[0047] 1) It is greater than the maximum distance between any two wheel pairs of all types of vehicles, so as to avoid the phenomenon that two pairs of wheels cross the axle counting area when the train passes through the axle counting area, which would lead to misjudgment of the axle occupancy status.

[0048] 2) Greater than the train's maximum speed in the depot multiplied by network latency, where network latency is the sum of the network latency from the axle counter (AxC) to the ECID and from the ECID to the trackside resource controller (WRC). Axle status information is transmitted from the axle counter to the ECID, and from the ECID to the trackside resource controller (WRC). Therefore, network latency must be considered to ensure that the axle status of the train during a crossing is sufficiently detected and responded to by the trackside resource controller (WRC).

[0049] Step S2, resource application.

[0050] When the train T in manual driving mode is a certain distance away from the axle counting device AxC, it requests road resources from the trackside resource controller WRC, including resources for the axle counting device AxC, turnouts, and domain entry signals.

[0051] If a vehicle is crossing the axle counter ahead, the axle counter status is occupied, and the current train cannot acquire the axle counter resource.

[0052] Step S3: Calculate authorized crossing and send axle counting alarm suppression information to the trackside resource controller (WRC).

[0053] After acquiring road resources, the onboard train controller (CC) or the trackside train controller (WTC) calculates the worst-case distance between the train position in the vital localization and crossing detector zone based on the vehicle safety positioning data and axle deployment location information. It then compares this distance with the predefined intruder length acceptable for domain entry (L2) and, after integrating turnout information, sends axle alarm suppression information to the trackside resource controller (WRC).

[0054] Train T updates its positioning data via beacon B near the axle counting position to reduce the error in vehicle safety positioning calculation.

[0055] like Figure 3 As shown, the safe positioning area L3 acquired by train T1 is the interval data [S1, S2], indicating that train T1 may appear at any position within this area. Assuming the axle area Z is [A11, A21], the end of the train T1's head End1 is the direction of travel, End2 is the rear, and the train length is L1, then the worst train position in vitallocalization is [S2-L1, S2], which is located at the end of the safe positioning interval away from the axle counting area Z; the worst-case distance between the train and the axle counting area is the distance from S2-L1 to the axle counting area Z [A21, S2-L1], which is the distance from the end of the train head closest to the axle counting area Z in the worst-case train position.

[0056] If, in the worst-case scenario, the distance between the Worst Train Position in the Vital localization and Crossing detector zone is less than the Intruder Length acceptable for Domain Entry (L2), it means that there is no intruding train T2 between train T1 and the axle counter, and the distance is insufficient to accommodate an intruding train T2.

[0057] The intruder length acceptable for domain entry (L2) is defined as the minimum distance from the first pair of wheels to the rear of the train for all vehicle types.

[0058] Step S4: Alarm suppression judgment.

[0059] like Figure 1 As shown, the trackside resource controller (WRC) receives axle counting alarm suppression information from the onboard train controller (CC) or the trackside train controller (WTC) and axle counting occupancy status information (free / occupied) from the ECID. After verifying the validity of the axle counting alarm suppression information, it makes a comprehensive judgment on whether to send an alarm to the Automatic Train Control System (ATS) and whether to restrict the vehicle from applying for any resources in the axle counting area.

[0060] Since the trackside resource controller (WRC) receives signals from two devices and makes a comprehensive judgment, it is necessary to consider the synchronization of signals from multiple devices to ensure the consistency of axle counting status signals and vehicle axle counting alarm suppression information.

[0061] If the trackside resource controller (WRC) receives an axle count status indicating occupancy and the onboard train controller (CC) promptly sends an axle count alarm suppression message, it will not generate an alarm. Otherwise, it will send an alarm to the Automatic Traffic Supervision (ATS) system and restrict the vehicle from requesting any resources within the axle count area.

[0062] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments:

[0063] The typical scenario for train crossing detection is as follows: Figure 2 As shown. In manual driving mode, train T stops before signal D in front of axle counting area Z. Upon passing beacon B, the train's safety positioning is updated to reduce redundancy in the positioning data. At this time, the onboard train controller CC acquires the safety positioning data and requests signal D to turn on its lights. After signal D turns on its lights, train T enters axle counting area Z. At this point, the axle counting status changes to occupied. When train T leaves axle counting area Z, the axle counting status is updated to free, and train T completes its crossing and enters the mainline.

[0064] Figure 3 The image shows a detection scenario where an authorized vehicle is being crossed by another vehicle.

[0065] First, when the train T1 in manual driving mode approaches the axle counting area Z in front of the signal D, it stops, updates the train's safety positioning when passing beacon B, and requests the signal D to turn on its lights. Then, the onboard train controller CC calculates the worst-case distance between the train's position and the axle count based on the safety positioning data and compares it with the acceptable intrusion length L2.

[0066] If an intruding train T2 appears before authorized train T1: If the judgment result is greater than the acceptable intruding train length L2, and the trackside resource controller WRC obtains the axle counting area Z status as occupied, it means that an unauthorized vehicle has entered the axle counting area before the authorized vehicle. At this time, the trackside resource controller WRC sends an alarm to the automatic train monitoring system ATS.

[0067] If the length of the intruding train is less than the acceptable length L2, it is determined that there is no intruding train T2 in front of the train. At this time, the onboard train controller CC sends an alarm suppression request (Authorization Crossing detectorzone Inhibition) to the trackside resource controller WRC. The trackside resource controller WRC compares the axle counting status transmitted by ECID with the alarm suppression information sent by the onboard train controller CC and makes a judgment not to trigger an alarm. At the same time, if the status of the axle counting zone Z before entering is free, the train T1 can enter the axle counting zone without triggering an alarm.

[0068] Figure 4 The image shows a detection scenario where an intruding train is following behind an authorized vehicle during a crossing.

[0069] An intruding train T2 follows authorized train T1: Because the crossing alarm is suppressed when authorized train T1 passes through axle counting area Z, it is possible for intruding train T2 to follow authorized train T1 into axle counting area Z. However, when authorized train T1 leaves axle counting area Z by more than the length L2 of the intruding train, the alarm suppression fails, and the trackside resource controller (WRC) still reads the axle counting area Z as occupied. Therefore, the trackside resource controller (WRC) sends an alarm to the Automatic Train Control System (ATS).

[0070] The electronic device of this invention includes a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in read-only memory (ROM) or loaded from a storage unit into random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0071] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0072] The processing unit executes the various methods and processes described above, such as methods S1 to S4. For example, in some embodiments, methods S1 to S4 may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of methods S1 to S4 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute methods S1 to S4 by any other suitable means (e.g., by means of firmware).

[0073] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0074] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0075] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0076] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method of detecting vehicle crossings of a TACS system protection zone boundary, characterised by, The method includes the following steps: Step S1: Deploy the axle counting device AxC at the boundary between the protected area and the monitoring area, and deploy a pair of beacons and a signal at both ends of the axle counting area; Step S2: When the train in manual driving mode is at a distance set by the axle counting device AxC, it requests road resources from the trackside resource controller WRC; Step S3: After the train acquires road resources, the onboard train controller (CC) or the trackside train controller (WTC) calculates the authorized crossing and sends axle counting alarm suppression information to the trackside resource controller (WRC). Specifically, the axle counting alarm suppression information is as follows: The onboard train controller (CC) or the trackside train controller (WTC) calculates the worst-case train positioning and axle counting distance based on the train's safety positioning data and axle counting deployment location information, compares it with the intruding vehicle length, and, after considering turnout information, sends the axle counting alarm suppression information. When the worst-case train positioning and axle counting distance is less than the intruding vehicle length, it means there is no information about an intruding train between the train and the axle counting device AxC. Step S4: The trackside resource controller (WRC) determines whether to send an alarm to the Automatic Train Control System (ATS). If yes, it restricts the train from requesting any resources within the axle counting area; otherwise, the train can request any resources within the axle counting area. This includes: the trackside resource controller (WRC) receiving axle counting alarm suppression information from the onboard train controller (CC) or the trackside train controller (WTC), and axle counting status information from the ECID, and verifying the validity of the axle counting alarm suppression information. Then, it comprehensively determines whether to send an alarm to the ATS. If yes, it restricts the train from requesting any resources within the axle counting area; otherwise, the train can request any resources within the axle counting area. Specifically, the comprehensive determination of whether to send an alarm to the ATS involves: if the axle counting status received by the trackside resource controller (WRC) is in an occupied state, and the onboard train controller (CC) or the trackside train controller (WTC) promptly sends axle counting alarm suppression information, no alarm is generated; otherwise, an alarm is sent to the ATS and the train is restricted from requesting any resources within the axle counting area.

2. The method of claim 1, wherein the TACS system is a TACS system for a railroad crossing, and the vehicle is a train. In step S1, the axle counting device AxC must be deployed to ensure that at least one section is located in the protection zone. The axle counting device AxC consists of at least one pair of counting heads, which determine the status of the axle counting area by counting the number of wheel sets of passing vehicles.

3. A method for detecting vehicle crossings of a TACS system protection zone boundary according to claim 2, characterized in that, The axle counting area is the area between a pair of counting heads; the axle counting area has two states: idle and occupied. The idle state indicates that no vehicle is currently crossing the axle counting area, and the occupied state indicates that the axle counting area is currently occupied.

4. The method of claim 2, wherein the TACS system protection zone boundary vehicle crossing detection method is characterized by, The spacing between the counting heads simultaneously satisfies the following conditions: 1) Greater than the maximum distance between any two wheel pairs for all types of vehicles; 2) Greater than the train's maximum speed in the depot * network delay, where the network delay is the sum of the network delays from the axle counting device AxC to ECID and from ECID to the trackside resource controller WRC.

5. The method of claim 1, wherein the TACS system protection zone boundary vehicle crossing detection method further comprises: In step S2, the road resources include the resources of the axle counting device AxC, turnouts, and signal machines.

6. The method of claim 1, wherein the TACS system protection zone boundary vehicle crossing detection method further comprises: In step S2, when the train requests road resources from the trackside resource controller WRC at a set distance from the axle counting device AxC, if a vehicle is crossing the axle counting area ahead, the axle counting status is occupied, and the train cannot request resources from the axle counting device AxC.

7. The method of claim 1, wherein the TACS system protection zone boundary vehicle crossing detection method further comprises: The train safety positioning is the position updated by the beacon when the train approaches the front of the axle counting area. The worst-case train positioning and axle counting distance is the distance from the front of the train to the axle counting area when the worst-case train positioning is close to the axle counting area. The worst-case train positioning is located at the end of the vehicle safety positioning range that is far away from the axle counting area.

8. The TACS system protected area boundary vehicle crossing detection method according to claim 1, characterized in that, The length of the intruding vehicle is the minimum distance from the first pair of wheels to the rear of the train among all vehicle types.

9. The method for detecting vehicle crossings at the boundary of a protected area using a TACS system according to claim 1, characterized in that, The comprehensive judgment includes considering the signal synchronization between the onboard train controller (CC) or the trackside train controller (WTC) and the ECID.

10. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 9.

11. A computer readable storage medium having stored thereon a computer program, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 9.

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