A method and apparatus for determining loss of shunt condition of an unlock blocked partition

Abstract

The application provides a method and device for determining the loss of shunting state of an unlocked blocked section, which aims to timely and accurately determine the loss of shunting state of an unlocked first blocked section by obtaining train position information, state data of a first axle counting section and a second axle counting section, and avoid the lag of manual intervention and misjudgment. The method for determining the loss of shunting state of an unlocked blocked section comprises the following steps: obtaining the current train position information after the first blocked section is determined as the loss of shunting state by a train control center device; obtaining the state data of the first axle counting section and the second axle counting section when the current train position information is located in the position of the second axle counting section, the second axle counting section being the adjacent axle counting section in front of the first axle counting section along the train running direction; and determining the loss of shunting state of the first blocked section when the state data of the first axle counting section is in the idle state and the state data of the second axle counting section is in the occupied state.

Description

Technical Field

[0001] This application relates to the field of railway system technology, and in particular to a method and apparatus for determining the lost branch state of an unlocked block section. Background Technology

[0002] In railway signaling systems, train control center equipment typically employs automatic block signaling technology based on track circuits. After dividing the line between two stations into several block sections, the occupancy status of any block section is determined from multiple track circuits on the line, thereby achieving automatic protection and scheduling of trains.

[0003] When a train, within the first block section, receives a notification that the adjacent second block section ahead of it is occupied, the train must stop at the starting point of the second block section. After dispatchers confirm that the second block section has a track circuit fault (caused by wheel corrosion, rail surface oil, fallen leaves, or snow cover, leading to an incorrect occupancy detection), the train proceeds within the second block section using visual driving mode. At this time, the train control center equipment detects that the first block section is idle and classifies it as "out of route," implementing protection measures. That is, when the second block section is occupied, no train can enter it; instead, the train should stop within the first block section. If no train is occupying the first block section at this time, the protection is triggered, prohibiting subsequent trains from entering.

[0004] Currently, to determine whether the first block section has lost its routing status, dispatchers need to manually confirm the train's location and the cause of the malfunction on-site before forcibly unlocking it. This method not only has processing delays but also poses a safety hazard of human error, thus making it unsuitable for the needs of safe train operation. Summary of the Invention

[0005] This application provides a method and apparatus for determining the loss of routing status of an unlocked block section. The purpose is to obtain train position information and axle counting section (first axle counting section and second axle counting section) status data, and when the first axle counting section is idle and the second axle counting section is occupied, to determine the loss of routing status of the first block section in a timely and accurate manner, so as to avoid the lag and misjudgment of manual intervention and ensure the safe and efficient operation of the railway signaling system.

[0006] To address the aforementioned technical problems, this application provides the following technical solutions:

[0007] The first aspect of this application provides a method for determining the lost branch state of an unlocked occluded section, the method comprising:

[0008] After the first block section is determined by the train control center equipment to be in a state of loss of routing, the current position information of the train is obtained;

[0009] When the current position information of the train is located within the location of the second axle counting zone, the status data of the axle counting zone is obtained. The axle counting zone includes a first axle counting zone and a second axle counting zone, which are used to provide the occupancy status detection of the track corresponding to the axle counting zone. The axle counting zone has a corresponding relationship with the block zone. The first axle counting zone corresponds to at least the first block zone. The second axle counting zone is the axle counting zone adjacent to the first axle counting zone along the direction of train operation. The second axle counting zone corresponds to the block zone ahead of the foremost block zone in the direction of train operation within the first axle counting zone.

[0010] When the status data of the first axle counting partition is in an idle state and the status data of the second axle counting partition is in an occupied state, it is determined that the lost branch state of the first blocking partition is unlocked.

[0011] A second aspect of this application provides an apparatus for determining the lost branch state of an unlocked block section, the apparatus comprising:

[0012] The acquisition unit is used to acquire the current position information of the train after the first block section is determined by the train control center equipment to be in a state of losing its branching state;

[0013] The acquisition unit is used to acquire the status data of the axle counting zone when the current position information of the train is located within the location of the second axle counting zone. The axle counting zone includes a first axle counting zone and a second axle counting zone. It is used to provide the occupancy status detection of the track corresponding to the axle counting zone. The axle counting zone has a corresponding relationship with the block zone. The first axle counting zone corresponds to at least the first block zone. The second axle counting zone is the axle counting zone adjacent to the first axle counting zone along the train running direction. The second axle counting zone corresponds to the block zone ahead of the foremost block zone in the train running direction within the first axle counting zone.

[0014] The determining unit is used to determine the lost branching state of the first blocking partition when the status data of the first axle counting partition in the acquiring unit is in an idle state and the status data of the second axle counting partition is in an occupied state.

[0015] A third aspect of this application provides a storage medium comprising a stored program, wherein, when the program is executed, the device containing the storage medium executes the aforementioned method for determining the lost-circuit state of an unlocked occlusion partition.

[0016] A fourth aspect of this application provides an electronic device, the electronic device including a storage medium; and one or more processors, the storage medium being coupled to the processors, the processors being configured to execute program instructions stored in the storage medium; the program instructions, when executed, perform the above-described method for determining the lost-path state of an unlocked occlusion partition.

[0017] Compared to existing technologies, the method provided in the first aspect of this application for determining the loss-of-switching state of a block section has several advantages. First, it acquires the train's current position information after the first block section is determined to be in a loss-of-switching state, providing an accurate positional reference for subsequent unlocking. Second, it acquires axle counting zone status data based on the premise that the train is located in the second axle counting zone, and leverages the correspondence between axle counting zones and block sections, utilizing the anti-rail surface interference characteristics of axle counting equipment to provide reliable data support for unlocking judgment, thus compensating for the susceptibility of track circuit detection to environmental influences. Finally, through a dual verification of "the first axle counting zone being idle and the second axle counting zone being occupied," it confirms that no train is delayed in the first block section and verifies that the train has safely entered the next section, reducing the risk of false locking and resolving the hidden danger of human error. In summary, this method achieves accurate and timely unlocking of loss-of-switching states, ensuring system safety and meeting the requirements for safe and efficient train operation. Attached Figure Description

[0018] The above and other objects, features, and advantages of exemplary embodiments of this application will become readily understood by reading the following detailed description with reference to the accompanying drawings. In the drawings, several embodiments of this application are illustrated by way of example and not limitation, with the same or corresponding reference numerals denoteing the same or corresponding parts, wherein:

[0019] Figure 1 A flowchart illustrating a method for determining the lost branch state of an unlocked block section is shown schematically.

[0020] Figure 2 A flowchart illustrating another method for determining the lost branch state of an unlocked block section is shown schematically;

[0021] Figure 3 A flowchart illustrating another method for determining the lost branch state of an unlocked block section is shown schematically;

[0022] Figure 4 A schematic diagram of a device for determining the lost-circuit state of an unlocked block section is shown.

[0023] Figure 5 A schematic diagram of a device for determining the lost branch state of an unlocked block section is shown. Detailed Implementation

[0024] Exemplary embodiments of this application will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of this application are shown in the drawings, it should be understood that this application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided to enable a more thorough understanding of this application and to fully convey the scope of this application to those skilled in the art.

[0025] It should be noted that, unless otherwise stated, the technical or scientific terms used in this application shall have the ordinary meaning as understood by one of ordinary skill in the art to which this application pertains.

[0026] In railway signaling systems, train control center equipment typically employs automatic block signaling technology based on track circuits. This divides the line between two stations into several block sections. By determining the occupancy status of any block section from multiple track circuits on the line, automatic train protection and dispatching are achieved. When a train, within the first block section, receives a notification that the adjacent second block section ahead of it is occupied, the train must stop at the starting point of the second block section. After dispatchers confirm that the second block section has a track circuit fault (a fault caused by wheelset corrosion, rail surface oil, fallen leaves, or snow cover, leading to an incorrect occupancy detection), the train proceeds within the second block section using visual driving mode. At this point, the train control center equipment detects that the first block section is idle and classifies it as "out of routing" and implements protective measures. If the train control center equipment determines that the second block section is occupied and no train should enter, and the train should stop in the first block section, and there is no train occupying the first section, then the protection is triggered, prohibiting subsequent trains from entering.

[0027] To overcome the limitations of the aforementioned technical solutions, the applicant conceived of constructing a judgment logic that combines train position information with axle counting zone status data: After the first block zone is determined to be out of service, the current position of the train is tracked. Once the train enters the second axle counting zone, the status data of the first and second axle counting zones are obtained. Utilizing the correspondence between axle counting zones and block zones (the first axle counting zone covers at least the first and second block zones, and the second axle counting zone is the adjacent zone ahead), a new method is added to determine track occupancy status based on the dual conditions of the first axle counting zone being free and the second axle counting zone being occupied. This achieves an accurate and timely method for determining the out-of-service status of unlocked block zones. The specific steps of this method are as follows: Figure 1 As shown:

[0028] Before formally introducing this embodiment, this embodiment also explains the relationship between axle counting sections, block sections, and track circuit sections: Taking a single track line as an example, there are multiple track circuit sections on a track line. These track circuit sections are used to determine the train occupancy status of corresponding track sections. Multiple consecutive track circuit sections constitute a block section, and the train occupancy status within a block section is determined by the train occupancy status in the track circuit. In this application, the axle counting section is independent of the track circuit and is used to determine the train occupancy status on the track line. There is a correspondence between the axle counting section and the block sections; one axle counting section corresponds to multiple consecutive block sections. For example, if there is a 6km track line, with each 500m interval forming a track circuit, i.e., track circuit section 1...track circuit section 12, and three consecutive adjacent track circuits correspond to a block section, this track line has 4 block sections, i.e., block section 1...block section 4 (block section 1 corresponds to track circuit section 1, track circuit section 2, and track circuit section 3, and so on for other block sections). Two adjacent block sections correspond to an axle counting section, this track line has 2 axle counting sections, i.e., axle counting section 1 (axle counting section 1 corresponds to block section 1 and block section 2) and axle counting section 2 (axle counting section 2 corresponds to block section 3 and block section 4).

[0029] Both axle counting and block zoning are forms of section division on railway lines, but their division criteria and functional focuses differ. Block zoning is primarily based on the coverage area of ​​track circuits, and its core function is for train control center equipment to achieve automatic block control and code sequence transmission. Axle counting zoning is based on the detection range of axle counting sensors, and its core function is for redundant detection of track occupancy status. Train control center equipment achieves dual verification of track occupancy status by associating the status data of both, improving the accuracy of judgment. Track circuit zoning is a section division based on track circuit technology, detecting train occupancy status through changes in track circuit current. It is susceptible to factors such as rail surface contamination and wheelset corrosion, which can lead to poor circuit shunting. Axle counting zoning, on the other hand, is a section division based on axle counting technology, determining occupancy status by detecting the number of axles, and is not affected by the electrical characteristics of the rail surface. When a track circuit zoning failure occurs, the axle counting zoning status data becomes the key basis for judging the actual track occupancy.

[0030] Step 101: After the first block section is determined by the train control center equipment to be in a state of loss of routing, obtain the current position information of the train.

[0031] In this step, a block section refers to a specific segment of a railway line, which is the basic unit for the train control center to monitor and protect track occupancy. When a block is determined by the train control center to be in a "lost-shunting state" due to problems such as poor track circuit shunting, it needs to be unlocked through specific logic to restore normal line use. The train control center equipment is the core control equipment of the railway signaling system. It is responsible for receiving status information from external equipment such as track circuits and axle counting equipment, calculating the logic state and code sequence information of the block section, and sending control commands to the onboard equipment to achieve automatic protection and scheduling of train operation. A lost-shunting state means that the train control center determines, based on track circuit feedback information, that a block section should be occupied but shows as idle, which is an abnormal state. This is usually caused by poor track circuit shunting (such as wheelset corrosion or rail surface contamination). At this time, the train control center will implement protection for the block and the blocks behind it, prohibiting subsequent trains from entering. Train current location information refers to data such as coordinates and section affiliation of a train on the railway line, which are obtained through onboard positioning equipment (such as GPS, track transponder positioning system) or sensors along the line. It is a key basis for determining whether a train has left the influence range of the target block section.

[0032] In this step, the train control center equipment monitors the status of all block sections within its jurisdiction in real time. When an abnormality is detected in the track circuit feedback information of the first block section, meeting the "loss of branch line status" judgment condition, the loss of branch line status judgment process is triggered and the first block section is marked. Subsequently, the train control center equipment sends a location information acquisition request to the target train through the communication link established with the train's onboard equipment (such as a vehicle-to-ground wireless communication system). After receiving the request, the train's onboard equipment integrates the location correction data received by its own positioning module (such as a GPS positioning unit) and the track transponder, generating current location information including the train's track coordinates and its section (such as a block section or axle counting section), and feeds it back to the train control center equipment through the vehicle-to-ground communication link. The train control center equipment receives and verifies the completeness and validity of location information (e.g., determining whether the location coordinates are within the preset line range). If the information is valid, the location data is stored, providing a basis for subsequent unlocking logic. If the information is invalid (e.g., coordinates outside the line range, data missing), a new acquisition request is sent to the onboard equipment. If multiple acquisitions fail, a backup positioning method (e.g., indirect positioning using axle counting equipment along the track) is triggered to obtain the train's position. By determining that the first block section has lost its branching state and obtaining valid train position information through the train control center equipment, a position reference is provided for subsequent unlocking, avoiding misjudgments due to unknown train positions and laying the foundation for subsequent unlocking logic.

[0033] Step 102: When the current position information of the train is located within the second axle counting zone, obtain the status data of the axle counting zone.

[0034] In this step, the train's current position information being within the location of the second axle counting section refers to the position information of the train having completely entered the second axle counting section. The axle counting section includes a first axle counting section and a second axle counting section, used to provide detection of the occupancy status of the track corresponding to the axle counting section. The axle counting section has a corresponding relationship with the block sections; the first axle counting section corresponds to at least the first block section, and the second axle counting section is the axle counting section adjacent to the first axle counting section along the train's direction of travel. The second axle counting section corresponds to the block section preceding the foremost block section in the first axle counting section along the train's direction of travel. The second axle counting section refers to the axle counting section adjacent to the first axle counting section along the train's direction of travel. It is a segment unit for detecting track occupancy status through axle counting equipment, and its status (idle / occupied) is one of the important bases for the train control center equipment to determine whether to trigger subsequent unlocking logic. An axle counting section is a track segment divided by axle counting equipment. Axle counting sensors record the number of train axles passing through this segment to determine whether there is train occupancy within the segment. It has the characteristics of being unaffected by the electrical characteristics of the rail surface and having strong resistance to shunt failures, and can be used as a redundancy verification device for track circuits. The status data of the axle counting section refers to the information collected by the axle counting equipment through sensors and uploaded to the train control center, representing the current occupancy status of the axle counting section, including "idle" (no train occupying), "occupied" (train occupying), and "fault" (fault of the axle counting equipment itself). In this step, the current train position information can be determined as the position information of the rear end of the train. The second axle counting section can contain one block section or multiple consecutive block sections.

[0035] The train control center equipment retrieves the train's current position data stored in step 101 and determines whether the train's current position falls within the coordinate range of the second axle counting zone. If it is determined that the train has not entered the second axle counting zone, the train control center continuously re-acquires the train's current position information and repeats the determination at preset intervals until the train's position enters the second axle counting zone. If it is determined that the train's current position is within the second axle counting zone, the axle counting zone status data acquisition process is triggered. The train control center equipment sends a status data acquisition command to the axle counting equipment that manages the first and second axle counting zones through a communication interface (such as a dedicated data communication link). After receiving the command, the axle counting equipment integrates the axle count data collected by its own sensors (such as wheel axle count detection sensors) with the zone status generated by the status determination module to generate a data packet containing the status of the first and second axle counting zones, and feeds it back to the train control center equipment through the communication interface. After receiving the data packet, the train control center equipment parses and verifies the data, checking whether the status data is complete (e.g., whether it simultaneously contains the status of two axle counting zones) and whether the status identifier conforms to the preset specifications. If the data verification passes, the status data is stored to prepare for the unlocking judgment in step 103. If the data verification fails (e.g., abnormal status identifier or missing data), the acquisition command is resent to the axle counting equipment to ensure that valid and reliable axle counting zone status data is obtained. The axle counting status data is obtained by using the train entering the second axle counting zone as the trigger point. The anti-interference characteristics of the axle counting system compensate for track circuit defects, and the data verification ensures the validity of the status data, providing reliable data support for the dual verification in step 103 and reducing the impact of data errors.

[0036] Step 103: When the status data of the first axle counting partition is in an idle state and the status data of the second axle counting partition is in an occupied state, determine to unlock the lost branching state of the first blocking partition.

[0037] In this step, unlocking means that when the preset logical conditions are met, the train control center autonomously generates a decision command to forcibly update the logical state of the first block section maintained internally from "lost branch state" (i.e., error protection state) to "idle state", and removes the code sequence protection and passage restrictions on the block section and the block sections in the following directions, allowing subsequent trains to enter normally.

[0038] After obtaining the status data of the first and second axle counting zones in step 102, the collaborative logic analysis module of the train control center equipment verifies the obtained axle counting status data. If the status of the first axle counting zone is "idle and loaded" and the status of the second axle counting zone is "occupied" (not a fault or abnormal state, i.e., normal use and occupancy), then the unlocking condition is determined. This logic is based on the safety paradox that "if a car is normally occupying the adjacent axle counting zone ahead, the first axle counting zone (covering the lost route zone) should have no cars stranded," resulting in an extremely low false positive rate. Subsequently, an "unlock lost route command" is generated. The command execution and status update module receives this command, marks the internal logic status of the first block zone as idle, clears its "lost route" flag, and removes all protection logic (such as code sequence control and parking permission restrictions) of the system for this zone and the block zones behind it. At the same time, the log recording module records all key parameters and timing of this unlocking operation and sends an alarm message to the dispatch center to notify the automatic unlocking event. This achieves fully automatic and intelligent fault handling without manual intervention. Unlocking determination is achieved based on dual axle partition status verification. The safety logic of "vehicle ahead, no vehicle in this zone" is used to reduce the false judgment rate, automatically remove protection and record logs without manual intervention, improve fault handling efficiency and ensure safe operation of the line.

[0039] Furthermore, based on the above Figure 1 The embodiments of this application shown herein further provide a more detailed description of how to determine the lost branching state of an unlocked block section, as detailed below. Figure 2 As shown:

[0040] Step 201: Determine that the first block section is in a state of loss of branching.

[0041] In this embodiment, the method for determining that the first block section is in a lost-switching state is as follows: The status data of the first block section is acquired; when the status data changes from occupied to idle, the status data of all block sections ahead of the first block section and within the same signal clearance range as the first block section are acquired; when the status data of all block sections is idle, the first block section is determined to be in a lost-switching state. Specifically, the train control center equipment receives status data (including idle, occupied, and faulty) uploaded by all track circuit equipment within the first block section in real time through the communication interface module, and establishes a status monitoring log, recording status changes by timestamp. When the status data of the first block section in the log changes from "occupied" to "idle," the train control center equipment automatically triggers an association detection process, filtering out all preceding block sections (including adjacent and more distant sections) within the same SA range as the first block section through a preset signal clearance range (SA) mapping table. Subsequently, the train control center sends status data synchronization requests to the track circuit equipment of these preceding block sections. After receiving status data from all preceding block sections, it performs a consistency check (to eliminate interference from fault status data). If, after verification, the status data of all preceding block sections is "idle," and the duration of this idle state reaches a preset threshold (e.g., 3 seconds, to avoid the influence of instantaneous signal fluctuations), the fault diagnosis module of the train control center determines that the first block section has lost its branching state and marks the status identifier and determination timestamp of the section. By real-time monitoring of status changes, correlation with the detection of preceding blocks within the same SA range, and verification of idle state duration, the loss of branching state of the first block section is accurately identified, avoiding erroneous judgments caused by instantaneous signal fluctuations or misjudgments of single block data. This provides a reliable initial judgment basis for subsequent unlocking logic and improves the accuracy of fault identification. The endpoint of the same signal permissible range corresponding to the first block section is the starting point of the second block section, with its starting point at the current position of the train.

[0042] Alternatively, another method to determine if the first block section is in a lost-switching state is to obtain the status data of the second block section. When the status data of the second block section shows an occupied state, this occupancy status indicates a track circuit fault (the track circuit malfunctions due to wheel corrosion, rail surface oil, fallen leaves, or snow cover, leading to an incorrect occupancy detection). After the occupancy status is determined, the train travels within the second block section based on visual operation mode. At this time, the train control center equipment obtains that the first block section is idle, and the train control center equipment will determine the first block section as "lost-switching state".

[0043] Step 202: After the first block section is determined by the train control center equipment to be in a state of losing its branching state, the current position information of the train is obtained. When the current position information of the train is located within the position of the second axle counting section, the status data of the axle counting section is obtained.

[0044] The axle counting section includes a first axle counting section and a second axle counting section, which are used to provide occupancy status detection of the track corresponding to the axle counting section. The axle counting section has a corresponding relationship with the block section. The first axle counting section corresponds to at least the first block section. The second axle counting section is the axle counting section adjacent to the first axle counting section in the direction of train operation. The second axle counting section corresponds to the block section ahead of the foremost block section in the direction of train operation within the first axle counting section.

[0045] After the train control center determines that the first block section has lost its routing state and completes the status marking, it immediately initiates the train position tracking process. Specifically, the train control center sends a real-time position information acquisition command to the onboard equipment of the target train via the vehicle-to-ground wireless communication link. Upon receiving the command, the onboard equipment integrates its own GPS positioning data with position correction information fed back from transponders along the track, generating a position data packet containing the train's track coordinates and section code, and attaching a data validity check code before transmitting it back to the train control center. The position parsing module of the train control center verifies and parses the received data packet, and, in conjunction with a pre-set electronic map of the track (including the coordinate range of the axle counting section), determines whether the train's current position falls within the coordinate boundary of the second axle counting section.

[0046] Step 203: When the status data of the first axle counting partition is in an idle state and the status data of the second axle counting partition is in an occupied state, determine to unlock the lost branching state of the first blocking partition.

[0047] In this step, after determining the lost branch status of the first block section, the protection of the same signal permission range of the first block section, the code sequence protection of the first block section and the block sections behind the first block section along the train running direction are obtained; the protection of the same signal permission range is deleted, and the code sequence protection is removed. Specifically, after confirming that the first axle counting section is idle and the second axle counting section is normally occupied, the collaborative logic analysis module of the train control center equipment generates an unlock lost branch command and transmits it to the command execution and status update module. This module first calls the protection information database inside the train control center to extract the protection rules (such as SA boundary locking, section passage restriction) of the same signal permission range (SA) to which the first block section belongs, and at the same time retrieves the code sequence protection data (such as the code sequence level of prohibited entry, stopping permission association rules) of the first block section and all block sections behind it along the train running direction. Subsequently, the instruction execution and status update module, following a preset safety operation procedure, first deletes the protection identifiers within the same signal permission range, removing any associated restrictions on unrelated sections within that SA range. Then, through the code sequence reset interface, it removes the code sequence protection of the first block section and subsequent sections one by one, restoring the code sequence of each section to its initial level during normal operation. After the operation is complete, the module sends a protection removal confirmation signal to the collaborative logic analysis module, ensuring a closed-loop unlocking process. By accurately extracting and removing target protection and code sequence protection, it avoids wasting line resources due to excessively large protection ranges. Simultaneously, following the established procedure ensures the safety of the removal process, quickly restoring line traffic capacity and improving the operational efficiency of the railway signaling system.

[0048] Furthermore, based on the above Figure 1 The embodiments of this application shown herein further provide a more detailed description of how to determine the lost branching state of an unlocked block section, as detailed below. Figure 3 As shown:

[0049] Step 301: After the first block section is determined by the train control center equipment to be in a state of losing its branching state, obtain the current position information of the train.

[0050] Step 302: When the current position information of the train is located within the location of the second axle counting section, obtain the status data of the axle counting section. When the status data of the first axle counting section is in an idle state and the status data of the second axle counting section is in an occupied state, determine to unlock the lost branching state of the first block section.

[0051] In this step, the unlocking can be determined when the train has fully entered the second axle counting zone, or at other times when the train is in the second axle counting zone.

[0052] If the judgment is initiated when the train has fully entered the second axle counting zone, the train control center equipment needs to connect with the train's onboard positioning system and the axle count detection data of the second axle counting zone. When the onboard positioning feedback indicates that the train's rear coordinates exceed the starting point of the second axle counting zone, and the number of train axles recorded by the axle counting device matches the preset number of train axles perfectly (no missing or redundant axles), after confirming that the train has fully entered, the real-time status data of the first and second axle counting zones is immediately obtained. This method can completely eliminate misjudgments caused by the train traveling across zones. That is, after the train has fully entered the second axle counting zone, theoretically there are no trains remaining in the first axle counting zone. At this time, verifying the "first axle counting zone is idle, second axle counting zone is occupied" status logic can minimize the risk of unlocking caused by the train not having completely left the first axle counting zone, ensuring the safety and rigor of the unlocking judgment. Of course, the judgment can also be performed after the train has fully entered the second axle counting zone. This judgment can be performed at least twice or once. If multiple judgments are made, the results of multiple judgments can be used to form a verification to ensure the accuracy of the results.

[0053] In this step, the method further includes: when the status data of the first axle counting section is in an occupied state, executing the step of obtaining the current position information of the train. When the status data of the first axle counting section is in an idle state, and the status data of the second axle counting section is in an idle state, executing the step of obtaining the current position information of the train. Specifically, when the status data of the first axle counting section is in an occupied state, the loss of track status of the first block segment may be due to a train actually occupying the track corresponding to the first axle counting section, or it may be due to a system malfunction. In this case, to ensure the safe operation of subsequent trains, the loss of track status of the first block segment continues, and it is necessary to make a judgment based on the actual train operation. When the status data of the first axle counting section is in an idle state, and the status data of the second axle counting section is in an idle state, it indicates that no train is running normally on the track corresponding to the second axle counting section, and the reason for the loss of track status of the first block segment is unknown. In this case, to ensure the safe operation of subsequent trains, the loss of track status of the first block segment continues, and it is necessary to make a judgment based on the actual train operation. Furthermore, if the status data of the first axle counting section is "idle" and the data status of the second axle counting section is "fault" or "interference", it indicates that it is impossible to determine whether there is a train running normally in the second axle counting section. The reason for the loss of the first block section's routing status is unknown. In order to ensure the safe operation of subsequent trains, the loss of the first block section's routing status will continue, and it is necessary to make a judgment based on the actual operation of the trains.

[0054] Furthermore, determining the lost circuit status of the first block section includes: generating an unlock lost circuit command based on the status data of the first axle counting section being in an idle state and the status data of the second axle counting section being in an occupied state; and updating the occupied state in the status data of the first block section to an idle state based on the unlock lost circuit command. Specifically, in the step of generating the unlock lost circuit command, the train control center equipment will first activate a multi-dimensional data verification mechanism: on the one hand, retrieve the status fluctuation records of the first axle counting section within a preset time to confirm that the "idle state" is a continuous and stable state (excluding false alarms caused by instantaneous interference), and at the same time check the occupancy trigger logic of the second axle counting section to verify that its "occupancy state" is triggered by the train axle count detection (rather than a misjudgment due to equipment failure); on the other hand, associate the historical status data of the first block section to confirm that its lost circuit status determination basis (such as track circuit malfunction records, signal permission range correlation) is consistent with the current axle counting status logic. After the verification is passed, the command generation module of the train control center will add a unique timestamp, device identifier, and encrypted verification code to the unlock lost circuit command according to a preset security protocol to ensure that the command is not tampered with during transmission. During the status update phase, after receiving the instruction, the instruction execution unit does not update the status directly. Instead, it first suspends the code sequence transmission logic of the first block section to prevent subsequent trains from receiving incorrect code sequences. Then, it synchronously informs the track circuit equipment and onboard equipment through a two-way communication link. Only after both respond with "status update notification received" is the status data of the first block section updated from "occupied state without branch association" to "normal idle state". Finally, it resumes code sequence transmission and generates a status update confirmation log, realizing a secure closed loop for the entire process of instruction generation and status update. This ensures the accuracy of unlocking while avoiding security risks in intermediate stages.

[0055] Furthermore, when the train is traveling in the second axle counting zone, the method also includes: acquiring the train's operating speed and the length information of the second axle counting zone; calculating the time required for the train to completely leave the second axle counting zone based on the operating speed, length information, and the train's current position information; and if the status data of the second axle counting zone is still in an occupied state after the required time has been reached, generating a fault warning signal and sending it to the dispatch center.

[0056] Specifically, after the train enters the second axle counting section, the train control center equipment establishes a high-frequency data interaction link with the train's onboard equipment through the communication interface module to obtain the train's instantaneous running speed in the second axle counting section in real time (the sampling frequency is set to 10Hz to ensure continuous speed data without interruption). At the same time, it retrieves the precise length information of the second axle counting section from the system's preset line database (this length is calibrated based on the axle counting sensor installation position and the actual track laying parameters, with an error of no more than 0.5 meters). Combined with the train's current position information (located by the onboard GPS and track transponder, with a positioning accuracy of 1 meter), a dynamic calculation model is constructed.

[0057] In the specific calculation, the distance already traveled within the second axle counting section is first determined based on the train's current position, thus calculating the remaining travel distance. Then, combined with the real-time operating speed, the theoretical time required for the train to completely leave the second axle counting section is calculated using the formula "Required Time = Remaining Travel Distance / Average Operating Speed" (the average operating speed can be the average of the instantaneous speeds within the 10 seconds prior to the calculation to avoid the influence of instantaneous speed fluctuations). Finally, the warning judgment time threshold is determined. When the system timer reaches this threshold, the train control center immediately retrieves the real-time status data of the second axle counting section. If the status is still "occupied," it is determined that the axle counting equipment may have an abnormal axle count or a foreign object stuck in the track section. At this time, the fault diagnosis module automatically generates a fault warning signal containing information such as the fault occurrence time, the second axle counting section number, the train's trajectory, and the speed change curve. This signal is pushed to the dispatch center through a dedicated communication channel and simultaneously triggers a local audible and visual alarm at the train control center, reminding maintenance personnel to verify the information promptly. This avoids false alarms interfering with operations and allows for rapid response to real faults, ensuring track safety.

[0058] Step 303: Record the entire process data from the determination of the first block section's loss of branch state to unlocking.

[0059] In this step, the data recording specifically includes: recording the entire process data of the first block section from the determination of the loss of branch status to unlocking, the entire process data including the status data of each time node, the instruction generation time and the execution result; encrypting the entire process data and storing it in the local database of the train control center equipment and the cloud backup database; periodically performing integrity checks on the entire process data stored in the local database; if the entire process data is damaged or lost, retrieving the corresponding data from the cloud backup database for recovery.

[0060] Specifically, when the loss of a route status is triggered in the first block section, the log recording and alarm module of the train control center simultaneously starts the full-process data acquisition thread to capture key information in chronological order: the trigger basis data for the loss of a route status determination process (including the sequence of track circuit status changes in the first block section and the duration of the status of the block section ahead within the same signal permission range), dynamic data during the status monitoring process (status switching records of each axle counting section and train position tracking data), and command flow data (the generation time of the unlock loss of route command, transmission link identifier, execution unit response time, and status update result feedback). All data is associated with a unique event number and stored in a structured format of "timestamp-data type-data content-operation subject" to ensure data traceability and logical coherence.

[0061] After data acquisition is complete, the system invokes its built-in encryption module, employing an encryption algorithm compliant with railway signaling system security standards to encrypt the entire data packet and generate an encrypted digest. Subsequently, a dual-path storage mechanism is used: firstly, the encrypted data packet is written to the train control center's local database, which uses a partitioned storage strategy to categorize and archive data according to the event occurrence date; secondly, the encrypted data packet and digest information are synchronously uploaded to a cloud backup database via a dedicated secure communication link. The cloud system performs integrity verification on the received data before storage, forming a dual data protection system combining local and cloud-based safeguards.

[0062] The system initiates a local database integrity check task at a preset cycle, comparing the encrypted digest of the local data with the digest information stored in the cloud to determine whether the local data is complete. If local data corruption or loss is detected, the system automatically triggers a data recovery process, retrieving the encrypted data packet with the corresponding event number from the cloud backup database. After decryption and a second integrity verification, the corrupted local data is overwritten. After the recovery operation is completed, the system generates a data recovery log, recording the recovery time, data range, and operation results, and pushes it to the dispatch center's operation and maintenance terminal. This achieves closed-loop management of the entire data process from collection, storage, verification to recovery, ensuring data security and availability. This enables closed-loop management of the entire data process, ensuring data traceability and meeting the needs of fault tracing; dual storage and encryption mechanisms enhance data security, preventing data leakage or loss; automatic verification and recovery functions reduce manual intervention, ensuring continuous data availability and further improving the reliability of the rail transit signaling system's operation and maintenance.

[0063] Furthermore, as a response to the above Figure 1-3The implementation of the method embodiment shown in this invention provides a device for determining the lost branch state of an unlocked block section. This device embodiment corresponds to the foregoing method embodiment. For ease of reading, this embodiment will not repeat the details of the foregoing method embodiment, but it should be understood that the device in this embodiment can correspondingly implement all the contents of the foregoing method embodiment. For example... Figure 4 As shown, it includes:

[0064] The acquisition unit 41 is used to acquire the current position information of the train after the first block section is determined by the train control center equipment to be in a state of losing its branching state;

[0065] The acquisition unit 41 is used to acquire the status data of the axle counting zone when the current position information of the train is located within the location of the second axle counting zone. The axle counting zone includes a first axle counting zone and a second axle counting zone. It is used to provide the occupancy status detection of the track corresponding to the axle counting zone. The axle counting zone has a corresponding relationship with the block zone. The first axle counting zone corresponds to at least the first block zone. The second axle counting zone is the axle counting zone adjacent to the first axle counting zone along the train running direction. The second axle counting zone corresponds to the block zone ahead of the foremost block zone in the train running direction within the first axle counting zone.

[0066] The determining unit 42 is used to determine the lost branching state of the first blocking partition when the status data of the first axle counting partition in the acquiring unit 41 is in an idle state and the status data of the second axle counting partition is in an occupied state.

[0067] Furthermore, such as Figure 5 As shown, before obtaining the occupancy status of the axle counting partition, the device includes a determination unit 43, the determination unit 43:

[0068] Module 431 is used to acquire the status data of the first occluded partition;

[0069] The acquisition module 431 is used to acquire the status data of all block partitions that are ahead of the first block partition and belong to the same signal permission range as the first block partition when the status data changes from occupied to idle.

[0070] The determination module 432 is used to determine that the first block partition is in a lost-path state when the status data of all block partitions in the acquisition module 431 are in an idle state.

[0071] Furthermore, such as Figure 5 As shown, after determining the lost-path state of the first occluded section, the device includes a processing unit 44, which includes:

[0072] The protection module 441 is used to acquire the protection of the same signal permitted range of the first block section, the code sequence protection of the first block section and the block section behind the first block section along the train running direction.

[0073] The deactivation module 442 is used to remove the protection of the same signal permission range in the acquisition protection module 441 and to deactivate the code sequence protection.

[0074] Furthermore, such as Figure 5 As shown, the determining unit 42 further includes:

[0075] When the status data of the first axle counting zone is in an occupied state, the step of obtaining the current position information of the train is executed;

[0076] When the status data of the first axle counting partition is idle, and the status data of the second axle counting partition is idle, the step of obtaining the current position information of the train is executed.

[0077] Furthermore, such as Figure 5 As shown, the determining unit 42 further includes:

[0078] The generation module 421 is used to generate an unlock command for lost branch based on the status data of the first axle counting partition being in an idle state and the status data of the second axle counting partition being in an occupied state.

[0079] The update module 422 is used to update the occupied state in the status data of the first block partition to the idle state based on the unlock lost branch instruction in the generation module 421.

[0080] Furthermore, such as Figure 5 As shown, the determining unit 42 further includes:

[0081] The data acquisition module 423 is used to acquire the train's running speed and the length information of the second axle counting zone within the second axle counting zone.

[0082] The calculation module 424 is used to calculate the time required for the train to completely leave the second axle counting section based on the running speed, length information and the current position information of the train in the data acquisition module 423.

[0083] The sending module 425 is used to generate a fault warning signal and send it to the dispatch center if the status data of the second axis counting partition is still in an occupied state after the time required by the calculation module 424 has been reached.

[0084] Furthermore, such as Figure 5 As shown, after determining the lost-path state of the first occluded section, the device includes a recording unit 45, which includes:

[0085] The recording module 451 is used to record the entire process data of the first block section from the determination of the loss of branch state to the unlocking. The entire process data includes the status data of each time node, the instruction generation time and the execution result.

[0086] The recording module 451 is used to encrypt the entire process data and store it in the local database of the train control center equipment and the cloud backup database.

[0087] The inspection module 452 is used to periodically perform integrity checks on the entire process data stored in the local database in the recording module 451.

[0088] The inspection module 452 is used to retrieve corresponding data from the cloud backup database for recovery if the entire process data is damaged or lost.

[0089] It is worth noting that the device is integrated inside the train control center, which specifically includes:

[0090] Communication interface module: used to simultaneously connect to the track circuit equipment and the axle counting equipment to obtain track circuit status information and axle counting zone equipment status information.

[0091] Fault diagnosis module: connected to the communication interface module, used to identify and determine the status of the blocked section losing its branch or being fault-occupied.

[0092] Collaborative Logic Analysis Module: Connected to the fault diagnosis module, it is used to perform verification and judgment logic for the axle counting zone status (this axle counting zone is idle, the preceding axle counting zone is occupied) and the block zone status (the equipment status of all track sections in this block zone is "idle"), and generate an unlock command for lost circuits.

[0093] Command execution and status update module: After the command to unlock lost branch is generated, it is used to perform the status update operation of the block section, and remove the protection of the target block section and all subsequent sections by the train control center.

[0094] Log recording and alarm module: used to record all operations and system status changes, and send notifications to the dispatch center system.

[0095] Furthermore, embodiments of the present invention also provide a readable storage medium for storing a computer program, wherein the computer program, when running, controls the device where the storage medium is located to perform the above-described actions. Figure 1-3 Any one of the methods for determining the lost branching state of an unlocked occluded section.

[0096] Furthermore, embodiments of the present invention also provide an electronic device, the electronic device including a storage medium; and one or more processors, the storage medium being coupled to the processors, the processors being configured to execute program instructions stored in the storage medium; the program instructions, when executed, perform as described above. Figure 1-3 Any one of the methods for determining the lost branching state of an unlocked occluded section.

[0097] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0098] It is understood that the relevant features in the above methods and apparatus can be referenced interchangeably. Furthermore, the terms "first," "second," etc., in the above embodiments are used to distinguish between embodiments and do not represent the superiority or inferiority of any particular embodiment.

[0099] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0100] The algorithms and displays provided herein are not inherently related to any particular computer, virtual system, or other device. Various general-purpose systems can also be used in conjunction with the teachings herein. The required structure for constructing such systems is apparent from the above description. Furthermore, this invention is not directed to any particular programming language. It should be understood that the contents of the invention described herein can be implemented using various programming languages, and the above description of specific languages ​​is for the purpose of disclosing the best mode of implementation of the invention. Additionally, the memory may include non-persistent memory in computer-readable media, random access memory (RAM), and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory may include at least one memory chip.

[0101] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0102] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0103] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0104] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0105] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0106] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0107] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0108] 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 variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included 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 for determining the lost branching state of an unlocked block section, characterized in that, include: After the first block section is determined by the train control center equipment to be in a state of loss of routing, the current position information of the train is obtained; When the current position information of the train is located within the location of the second axle counting zone, the status data of the axle counting zone is obtained. The axle counting zone includes a first axle counting zone and a second axle counting zone, which are used to provide the occupancy status detection of the track corresponding to the axle counting zone. The axle counting zone has a corresponding relationship with the block zone. The first axle counting zone corresponds to at least the first block zone. The second axle counting zone is the adjacent axle counting zone ahead of the first axle counting zone along the train running direction. The second axle counting zone corresponds to the block zone ahead of the foremost block zone in the train running direction within the first axle counting zone. When the status data of the first axle counting partition is idle and the status data of the second axle counting partition is occupied, the lost branching state of the first blockage partition is determined to be unlocked. Before obtaining the occupancy status of the axle counting partition, the following is included: Obtain the status data of the first occluded partition; When the status data changes from occupied to idle, the status data of all block sections that are ahead of the first block section in operation and belong to the same signal permission range as the first block section are obtained. When the status data of all the block partitions are in an idle state, the first block partition is determined to be in a state of losing its branching path.

2. The method according to claim 1, characterized in that, After determining that the first occluded section has lost its branching state, the method includes: The protection of the same signal permitted range of the first block section, the code sequence protection of the first block section and the block section behind the first block section along the train running direction; Remove the protection for the same signal permissible range and disable the code sequence protection.

3. The method according to claim 1, characterized in that, The method further includes: When the status data of the first axle counting zone is in an occupied state, the step of obtaining the current position information of the train is executed; When the status data of the first axle counting partition is idle, and the status data of the second axle counting partition is idle, the step of obtaining the current position information of the train is executed.

4. The method according to claim 1, characterized in that, The determination of the lost routing state of the first occluded partition includes: Based on the status data of the first axle counting partition being in an idle state and the status data of the second axle counting partition being in an occupied state, an unlock command for the lost branch is generated. Based on the unlocking lost branch instruction, the occupied state in the status data of the first block partition is updated to the idle state.

5. The method according to claim 1, characterized in that, The method further includes: Obtain the train's operating speed and the length of the second axle counting zone; Based on the aforementioned operating speed, length information, and current train position information, calculate the time required for the train to completely leave the second axle counting section; If the status data of the second axle counting partition is still in an occupied state after the required time has been reached, a fault warning signal is generated and sent to the dispatch center.

6. The method according to any one of claims 1-5, characterized in that, After determining that the first occluded section has lost its branching state, the method includes: Record the entire process data of the first block section from the determination of loss of branch state to unlocking. The entire process data includes the status data of each time node, the instruction generation time and the execution result. The entire process data is encrypted and stored in the local database of the train control center equipment and the cloud backup database; Regularly perform integrity checks on all data stored in the local database throughout the entire process; If the entire process data is damaged or lost, the corresponding data will be retrieved from the cloud backup database for recovery.

7. An apparatus for determining the lost-path state of an unlocked block section, characterized in that, include: The acquisition unit is used to acquire the current position information of the train after the first block section is determined by the train control center equipment to be in a state of losing its branching state; The acquisition unit is used to acquire the status data of the axle counting zone when the current position information of the train is located within the location of the second axle counting zone. The axle counting zone includes a first axle counting zone and a second axle counting zone. It is used to provide the occupancy status detection of the track corresponding to the axle counting zone. The axle counting zone has a corresponding relationship with the block zone. The first axle counting zone corresponds to at least the first block zone. The second axle counting zone is the axle counting zone adjacent to the first axle counting zone along the train running direction. The second axle counting zone corresponds to the block zone ahead of the foremost block zone in the train running direction within the first axle counting zone. The determining unit is used to determine the lost branching state of the first blocking partition when the status data of the first axle counting partition in the acquiring unit is in an idle state and the status data of the second axle counting partition is in an occupied state. Before obtaining the occupancy status of the axle counting partition, the following is included: Obtain the status data of the first occluded partition; When the status data changes from occupied to idle, the status data of all block sections that are ahead of the first block section in operation and belong to the same signal permission range as the first block section are obtained. When the status data of all the block partitions are in an idle state, the first block partition is determined to be in a state of losing its branching path.

8. A storage medium, characterized in that, The storage medium includes a stored program, wherein, when the program is executed, the device containing the storage medium executes the method for determining the lost-circuit state of the unlocked occlusion partition as described in any one of claims 1 to 6.

9. An electronic device, characterized in that, The electronic device includes a storage medium; and one or more processors, the storage medium being coupled to the processors, the processors being configured to execute program instructions stored in the storage medium; the program instructions, when executed, perform the method for determining the lost-path state of an unlocked occlusion partition as described in any one of claims 1 to 6.

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