Axle counting fault occupation judgment method and device, electronic equipment and medium
By calculating and determining the occupancy status of axle counting sections, the problem of discontinuous axle counting occupancy during high-speed train operation is solved, ensuring the safety and reliability of regional rail transit systems and making it suitable for fully automatic operation signal systems.
Patent Information
- Application Number
- CN202511825936.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-12-05
- Publication Date
- 2026-02-27
AI Technical Summary
In regional rail transit fully automated operation signaling systems, the problem of discontinuous axle occupancy caused by communication failures or positioning failures, especially when short-formation trains are running at high speeds, can easily lead to misjudging track sections as vacant, threatening train operation safety.
By calculating the previously occupied inspection distance and previously occupied holding time of the target axle counting section, and combining the previously occupied status of adjacent axle counting sections, the system automatically determines whether the target axle counting section is in ARB status, thus avoiding misjudging it as an empty track.
In scenarios where train communication is lost or interrupted, accurate identification of axle counting equipment abnormalities can prevent misjudgments of track vacancy, ensure train operation safety, and meet the operational requirements of high safety and high reliability.
Smart Images
Figure CN121573033A_ABST
Abstract
Description
Technical Field
[0001] This document relates to the field of fault train management technology in fully automated operation signaling systems for rail transit, and in particular to a method, device, electronic equipment and medium for judging axle count fault occupancy. Background Technology
[0002] The regional rail transit fully automated signaling system is centered on real-time information interaction between the ground control system and the onboard system. It achieves moving block control through dynamic data transmission, constructing an intelligent management and control system covering the entire train operation process. The core components of this system include the Train Operation Automation System (TIAS), Zone Controller (ZC), Data Storage Unit (DSU), Computer Interlocking System (CI), and Onboard Control System (VOBC). These components work together to ensure efficient and safe train operation: TIAS, as the system's central hub, is responsible for overall train dispatching and monitoring; CI collects and reports real-time status information of track switches, signals, and other equipment; DSU stores and provides the data version information required for system operation and temporary speed limit instructions for the entire line; and VOBC, as the core onboard unit, collects real-time train position, speed, and other status data and uploads it to ground equipment.
[0003] In the above architecture, the Zone Controller (ZC) is the core device of the CBTC (Communication-Based Train Control) system, and its function depends on the continuity of the "onboard-ground" communication link. The ZC needs to receive the precise train location information uploaded by the VOBC through real-time communication, and combine it with the track status information fed back by the CI, the data version transmitted by the DSU, and the temporary speed limit information. After multi-source data fusion analysis, the ZC dynamically calculates and issues a Movement Authorization (MA) for each train. When the VOBC successfully receives and verifies the MA issued by the ZC, the train can upgrade to CBTC mode to achieve high-density and high-precision operation control based on real-time communication. Once the communication link between the train and the ZC is interrupted (i.e., the train loses communication with the ZC), the ZC will lose the ability to track the train's position in real time, and the system needs to switch to backup logic to ensure safety. However, this process is prone to exposing technical shortcomings. Specifically, if a train loses communication with the Track Control Center (ZC), and is simultaneously operating in a short formation of 2-4 cars at a high speed of 80km / h to 160km / h, the ZC system will face severe safety management challenges. Firstly, the communication interruption prevents the ZC from obtaining real-time location data uploaded by the VOBC (Vehicle Entrance Control Center), forcing it to rely solely on axle counting equipment to determine track occupancy status. Secondly, the physical length of the track section occupied by short-formation trains is relatively short, and high-speed operation further shortens the window for axle counting equipment to capture train occupancy signals. This combination of factors makes the CBTC (Cybersecurity BTC) system highly susceptible to discontinuous axle occupancy status determination. This problem directly leads to the ZC misjudging the track section as "empty," causing errors in movement authorization calculations, disrupting the CBTC system's safety protection logic, and posing a significant threat to the operational safety of the train that has lost communication and other trains on the line.
[0004] In summary, the regional rail transit fully automated signaling system is a fully automated operation system based on unmanned automatic driving, which must meet the operational requirements of high safety and high reliability. In actual operation scenarios, when the ground area controller (ZC) loses the train's position due to communication failures, self-positioning failures, or other reasons, and when the train formation is short and the operating speed is high, the system experiences discontinuous axle occupancy, which seriously affects the safety of train operation. Summary of the Invention
[0005] The purpose of this invention is to provide a method, device, electronic device and medium for judging axle fault occupancy, in order to solve the above-mentioned problems in the prior art.
[0006] This invention provides a method for determining axle count occupancy faults, comprising: When a non-communication vehicle skips axle counting due to its short body and excessive speed, failing to meet predetermined conditions, the previously occupied inspection distance and previously occupied holding time of the target axle counting section are calculated. The adjacent axle counting sections involved are determined based on the previously occupied inspection distance, and the previously occupied state of the adjacent axle counting sections involved is maintained at the clearing time based on the previously occupied holding time. The system automatically determines whether the target axle counting section is in an ARB state based on the previously occupied status of the adjacent axle counting sections involved.
[0007] This invention provides a device for determining axle occupancy faults, comprising: The calculation module is used to calculate the previously occupied inspection distance and previously occupied holding time of the target axle counting section when a non-communication vehicle causes the axle counting phenomenon due to its short body and excessive speed, which does not meet the predetermined conditions. Based on the previously occupied inspection distance, the module determines the adjacent axle counting sections involved, and based on the previously occupied holding time, the module continues to maintain the previously occupied state of the adjacent axle counting sections involved at the clearing time. The determination module is used to automatically determine whether the target axle counting section is in ARB state based on the previously occupied status of the adjacent axle counting sections involved.
[0008] This invention also provides an electronic device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program, when executed by the processor, implements the steps of the above-described axle fault occupancy determination method.
[0009] This invention also provides a computer-readable storage medium storing an information transmission implementation program, which, when executed by a processor, implements the steps of the above-described axle fault occupancy determination method.
[0010] By employing the embodiments of the present invention, under the premise of train loss of communication with ZC, and combined with the characteristics of short-distance high-speed operation, it is possible to accurately identify the "skipping axle count" anomaly caused by the shortened effective capture time of train occupancy information by the axle counting device, and avoid misjudging it as track vacancy or ARB. Attached Figure Description
[0011] To more clearly illustrate the technical solutions in one or more embodiments of this specification or in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this specification. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0012] Figure 1 This is a flowchart of the axle counter occupancy determination method according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the axle counter occupancy determination method according to an embodiment of the present invention; Figure 3 This is a schematic diagram illustrating how the train position jumps directly from axle A to axle B according to an embodiment of the present invention. Figure 4 This is a schematic diagram illustrating the train occupancy jump from axle A to axle C according to an embodiment of the present invention; Figure 5 This is a schematic diagram illustrating the analysis of the time it takes for a train to pass through an axle-counting section within range L, according to an embodiment of the present invention. Figure 6 This is a schematic diagram of the axle counter occupancy determination device according to an embodiment of the present invention; Figure 7 This is a schematic diagram of an electronic device according to an embodiment of the present invention. Detailed Implementation
[0013] To enable those skilled in the art to better understand the technical solutions in one or more embodiments of this specification, the technical solutions in one or more embodiments of this specification will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this specification, and not all of the embodiments. Based on one or more embodiments of this specification, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of this document.
[0014] Method Implementation Examples According to an embodiment of the present invention, a method for determining axle fault occupancy is provided. Figure 1 This is a flowchart of the axle fault occupancy determination method according to an embodiment of the present invention, such as... Figure 1 , 2 As shown, the axle fault occupancy determination method according to an embodiment of the present invention specifically includes: Step S101: When a non-communication vehicle causes axle skipping due to insufficient vehicle length and excessive speed, failing to meet predetermined conditions, the previously occupied inspection distance and previously occupied holding time of the target axle counting section are calculated. The adjacent axle counting sections involved are determined based on the previously occupied inspection distance, and the previously occupied state of the adjacent axle counting sections involved is maintained at the clearing time based on the previously occupied holding time. The predetermined conditions specifically include: The value of the train length minus the distance of two overhangs divided by the train speed is greater than the time occupied by the axle counting section, where the overhang is the distance from the first wheelset of the train to the ditch.
[0015] The specific situations where the non-communication vehicle's body is too short and its speed is too high, causing the axle jump phenomenon, include: Scenario 1: In a single CI concentration area, a train position jumps directly from axle counting section A to axle counting section B, resulting in discontinuous train occupancy and misjudging axle counting section B as ARB; Scenario 2: When crossing CI or ZC concentration zones, there is no delay between CI1 and ZC, and axle counting section A is idle. There is a delay between CI2 and ZC, and axle counting section B is idle due to occupancy delay, resulting in discontinuous train occupancy and misjudging axle counting section B as ARB. Scenario 3: In a single CI centralized area, when a train enters short axle counting section B, due to the communication delay between ZC and CI, the train occupancy jumps directly from axle counting section A to axle counting section C, resulting in discontinuous train occupancy and misjudging axle counting section C as ARB. Here, the length of short axle counting section B is less than the travel distance of the train at its maximum speed when the occupancy collection delay T of axle counting section C is minus one car length. Here, the car length does not include two overhangs. T = occupancy collection delay of axle counting section B + transmission delay from axle counting to CI + processing delay of CI + communication delay between CI and ZC. Scenario 4: In the cross-CI concentration area, there is a delay between CI1 and ZC. ZC does not collect the occupancy of short axle counting section B. CI2 and ZC have no delay, and collect the occupancy of axle counting section C first, resulting in discontinuous train occupancy and misjudging axle counting section C as ARB. Scenario 5: In the cross-ZC concentration area, there is a delay between CI1 and ZC1, and a delay between ZC1 and ZC2. ZC2 does not collect the occupancy of short axle counting section B; CI2 and ZC2 have no delay, and ZC2 collects the occupancy of axle counting section C first, resulting in discontinuous train occupancy and misjudging axle counting section C as ARB. Scenario 6: In the cross-CI concentration area, CI1 and ZC have no delay, and axle counting section A and short axle counting section B are cleared first; CI2 and ZC have a delay, and ZC collects the occupation of axle counting section C later, resulting in discontinuous train occupation and misjudging axle counting section C as ARB. Scenario 7: In the cross-ZC concentration area, there is no delay between CI1 and ZC1, and no delay between ZC1 and ZC2. Axle counting section A and short axle counting section B are cleared first. There is a delay between CI2 and ZC2. ZC2 detects the occupation of axle counting section C later, resulting in discontinuous occupation of non-communication vehicles and misjudging axle counting section C as ARB.
[0016] The calculation of the previously occupied inspection distance and previously occupied holding time of the target axle section specifically includes: The previously occupied inspection distance L of the target axle counting section is calculated according to Formula 1: L = Maximum train speed * T (Formula 1) Where T represents the occupancy acquisition delay of the target axle counting section. In a single CI centralized area, T = axle counting occupancy acquisition delay + communication delay from axle counting to CI + processing delay of CI + communication delay between CI and ZC; in a cross-CI centralized area, T = axle counting occupancy acquisition delay + communication delay from axle counting to CI + processing delay of CI + communication delay between CI and ZC; in a cross-ZC centralized area, T = axle counting occupancy acquisition delay + communication delay from axle counting to CI + processing delay of CI + communication delay between CI and ZC + communication delay between ZC. Calculate the occupancy holding time t of the target axle section: In a single CI concentration region: t=0; In cross-CI or cross-ZC concentration areas: t = acquisition delay of the target axle counting section + transmission delay from axle counting to CI + processing delay of CI + communication delay from CI to ZC + time for the train to pass through the axle counting section within L.
[0017] Step S102: Automatically determine whether the target axle counting section is in an ARB state based on the previously occupied status of the adjacent axle counting sections involved. Specifically, this includes: In cases one, two, and three, if the previously occupied status of all adjacent axle counting sections is valid, the target axle counting section is prohibited from being identified as an ARB. In cases four, five, six, and seven, if any of the adjacent counting segments involved in the target axis segment have been occupied and valid, the target axis segment is prohibited from being determined as an ARB.
[0018] The technical solutions of the embodiments of the present invention will be described in detail below with reference to the accompanying drawings.
[0019] In short-distance, high-speed scenarios, axle counting devices may exhibit jumps in position. When the train's primary positioning function fails, these jumps can cause the ZC (Train Position Control) system to misjudge the train's position, or even result in the train's position being lost, seriously threatening train operation safety. Specific scenarios are as follows: 1. Single-vehicle operation scenario.
[0020] High-speed operation of non-communication vehicles: For ordinary electric passenger vehicles, the maximum operating speed can reach 165 km / h, or when engineering vehicles are on short-distance lines, there is a risk that the electric passenger vehicle or engineering vehicle may be traveling at high speed during the period when communication with ZC is interrupted, and the actual axle counting section occupied by it may be misjudged by ZC as ARB.
[0021] Scenario 1: If the non-communication vehicle is too short, and the speed is too high, the train position may jump directly from axle A to axle B, resulting in discontinuous train occupancy and misjudging axle B's ARB. See [link / details]. Figure 2 See Table 1.
[0022] Table 1
[0023] Scenario 2: When a non-communication car is too short and enters a short axle section at too high a speed, due to communication delays between ZC and CI, or when crossing the ZC boundary point, the train's occupancy may jump directly from axle A to axle C, resulting in discontinuous occupancy by the non-communication car and misjudging the ARB. See [link to relevant documentation]. Figure 3 See Table 2.
[0024] Table 2
[0025] The technical solution adopted in this embodiment of the invention is as follows: To address the issue of axle counting jumps in short-distance, high-speed scenarios, the axle counting processing algorithm needs to be improved.
[0026] Scenario 1: Single CI Concentration Area: When the non-communication vehicle is too short or too fast (the vehicle length minus the distance from the overhang, i.e., the distance from the first wheelset to the vehicle groove / the vehicle speed is less than the time occupied by the ZC to collect the axle counting section), the train position may jump directly from axle counting A to axle counting B, resulting in discontinuous occupancy of the train and misjudging axle counting B ARB.
[0027] Solution: Check the previous occupancy status of the adjacent axle section A of the axle section B to be judged. If the previous occupancy is valid, then B cannot be judged as ARB, as shown in Table 3.
[0028] Table 3
[0029] Scenario 2: Crossing CI or ZC centralized areas: When the non-communication vehicle is too short or too fast, there is no delay between CI1 and ZC, and A is idle; there is a delay between CI2 and ZC, and B is idle because of the delay.
[0030] Solution: As shown in Table 4, check the previously occupied status of the adjacent axle counting segment A of the axle counting segment B to be judged. Due to asynchronous communication across CI central areas, there may be a state where A is idle and B is idle. The previously occupied status starting from the moment axle counting segment A is cleared needs to be maintained until B is collected as occupied (collection delay of segment B + transmission delay from axle counting to CI2 + processing delay of CI + communication delay of CI2-ZC). If the previously occupied status is valid, then B cannot be judged as ARB.
[0031] Table 4
[0032] Scenario 3: Single CI Concentration Area: As shown in Table 5, when a non-communication car is too short and enters a short axle section at too high a speed, due to the communication delay between ZC and CI, the train may jump directly from axle A to axle C, resulting in discontinuous non-communication car occupancy and thus misjudging ARB.
[0033] Solution: Check the previous occupancy status of the two adjacent axle counting sections C to be judged. If the previous occupancy is valid, then C cannot be judged as ARB.
[0034] ZC needs to check the previous occupancy of two adjacent axle counting sections on the premise that section B is short enough, not greater than the train's maximum speed, the occupancy collection delay of section B + the transmission delay from axle counting to CI + the processing delay of CI + the travel distance under the CI-ZC communication delay time minus one car length (excluding 2*overhang).
[0035] Table 5
[0036] Scenario 4: Cross-CI central area: CI1 and ZC have a delay, and ZC has not sampled B's occupation; CI2 and ZC have no delay, and C sampled the occupation first.
[0037] Scenario 5: Crossing ZC centralized areas (must cross CI centralized areas): CI1 and ZC1 have a delay, and ZC1 and ZC2 have a delay. ZC2 has not sampled the occupancy of B; CI2 and ZC2 have no delay, and ZC2 samples the occupancy of C first. As shown in Table 6.
[0038] Solution: Check the occupancy status of the two adjacent axle counting sections C to be judged. If either of them is validly occupied, then C cannot be judged as ARB.
[0039] ZC needs to check the previous occupancy of two adjacent axle counting sections on the premise that section B is short enough that the travel distance of the occupancy collection delay T of section B is not met when the train is at its maximum speed.
[0040] For cross-CI centralized areas but not cross-ZC centralized areas, T needs to consider: axis counting acquisition delay + axis counting to CI communication delay + CI processing delay + CI-ZC communication delay. For cross-ZC concentration areas, T needs to consider: axis counting acquisition delay + axis counting to CI communication delay + CI processing delay + CI-ZC communication delay + ZC-ZC communication delay. Table 6
[0041] Scenario 6: Cross-CI central area: CI1 and ZC have no delay, AB clears first; CI2 and ZC have a delay, ZC gets C's usage later.
[0042] Scenario 7: Crossing ZC Centralized Areas (must cross CI Centralized Areas): CI1 and ZC1 have no delay, ZC1 and ZC2 have no delay, AB clears first; CI2 and ZC2 have a delay, ZC2 gets C's occupancy later. As shown in Table 7.
[0043] Solution: Check the occupancy status of the two adjacent axle counting sections C to be judged. If either of them is validly occupied, then C cannot be judged as ARB.
[0044] ZC needs to check the occupancy of two adjacent axle counting sections on the premise that section B is short enough that it does not meet the travel distance of the occupancy collection delay T of section C at the train's maximum speed.
[0045] For cross-CI concentration area but not cross-ZC concentration area, T needs to consider: the acquisition delay of axis counting C + the communication delay from axis counting to CI2 + the processing delay of CI2 + the communication delay between CI2 and ZC. For cross-ZC concentration areas, T needs to consider: the acquisition delay of axis counting C + the communication delay from axis counting to CI2 + the processing delay of CI2 + the communication delay between CI2 and ZC2; Due to asynchronous communication, A may be idle, B may be idle, and C may be idle. The time it takes for A to be occupied needs to be maintained until the train passes B at its maximum speed + the time it takes for C to be occupied (the acquisition delay of C + the transmission delay from axle counter C to CI2 + the processing delay of CI + the communication delay time between CI2 and ZC).
[0046] Table 7
[0047] In summary, the previously occupied inspection distance and previously occupied holding time of the target axle counting section are shown in Table 8: Table 8
[0048] Among them, the time for the train to pass through the axle counting section within the L range: the worst case is the data acquisition delay of the axle counting section + the transmission delay from the axle counting to the CI.
[0049] The time it takes for the train to pass through the axle counting section within range L: The worst-case scenario is the data acquisition delay of the axle counting section plus the transmission delay from the axle count to the CI. The specific analysis is as follows: like Figure 4 As shown, segments a and b belong to CI1, and segment c belongs to CI2.
[0050] Assuming the CI terminal does not skip counting axes, when a is cleared, b must be occupied, and ZC will definitely receive the occupation of a or b. The occupation delay only needs to be considered as: the acquisition delay of the counting axis segment c to be judged + the transmission delay from the counting axis to CI + the CI-ZC communication delay time.
[0051] Assuming the CI terminal skips a counting axis, when axis a clears, axis b may also clear. ZC may not receive the occupancy of either a or b. The occupancy delay needs to be considered as follows: the acquisition delay of the counting axis segment c to be judged + the transmission delay from the counting axis to CI + the CI-ZC communication delay time plus the acquisition delay of the counting axis segment b + the transmission delay from the counting axis to CI, to ensure that even if the occupancy of b is not received, the occupancy of a can be maintained for a sufficient time until c occupies.
[0052] The technical solution of this invention is based on the judgment mechanism of the historical occupancy status of the inspection section. By tracing and analyzing the historical occupancy records of the target section in real time, when a train in a non-communication state runs at high speed and causes the "axle skipping" phenomenon, the system can automatically judge the abnormality as the section occupancy status caused by the axle counting failure, thus ensuring the safety of the system.
[0053] This invention relates to a fully automated operation signaling system and corresponding safety assurance method applicable to regional rail transit. Based on unmanned automatic driving technology, it must meet the core operational requirements of high safety and high reliability. In practical applications, when the ground area controller (ZC) loses its position due to abnormal situations such as communication failure or self-positioning failure, and the train is in a short formation of 2-4 cars operating at a high speed of 80km / h~160km / h, existing systems are prone to discontinuous axle counting occupancy, seriously threatening train operation safety. To address this pain point, this invention employs a judgment mechanism based on checking the historical occupancy status of the track section. It traces and analyzes the historical occupancy records of the target track section in real time. When a train in a non-communication state experiences a "skipped axle counting" phenomenon at high speed, it automatically and accurately determines the anomaly as a section occupancy status caused by an axle counting failure, effectively avoiding safety risks and ensuring the continuous and stable operation of the system.
[0054] Device Example 1 According to an embodiment of the present invention, a device for determining axle fault occupancy is provided. Figure 5 This is a schematic diagram of the axle fault occupancy determination device according to an embodiment of the present invention, as shown below. Figure 5 As shown, the axle fault occupancy determination device according to an embodiment of the present invention specifically includes: The calculation module 60 is used to calculate the previously occupied inspection distance and previously occupied holding time of the target axle counting section when a non-communication vehicle causes axle counting skipping due to its short body and excessive speed, thus failing to meet predetermined conditions. Based on the previously occupied inspection distance, it determines the adjacent axle counting sections involved, and based on the previously occupied holding time, it maintains the previously occupied state of the adjacent axle counting sections involved at the clearing time. The predetermined conditions specifically include: The value of the train length minus the distance of two overhangs divided by the train speed is greater than the time occupied by the axle counting section. The overhang is the distance from the first wheelset of the train to the ditch. The specific situations where the non-communication vehicle's body is too short and its speed is too high, causing the axle jump phenomenon, include: Scenario 1: In a single CI concentration area, a train position jumps directly from axle counting section A to axle counting section B, resulting in discontinuous train occupancy and misjudging axle counting section B as ARB; Scenario 2: When crossing CI or ZC concentration zones, there is no delay between CI1 and ZC, and axle counting section A is idle. There is a delay between CI2 and ZC, and axle counting section B is idle due to occupancy delay, resulting in discontinuous train occupancy and misjudging axle counting section B as ARB. Scenario 3: In a single CI centralized area, when a train enters short axle counting section B, due to the communication delay between ZC and CI, the train occupancy jumps directly from axle counting section A to axle counting section C, resulting in discontinuous train occupancy and misjudging axle counting section C as ARB. Here, the length of short axle counting section B is less than the travel distance of the train at its maximum speed when the occupancy collection delay T of axle counting section C is minus one car length. Here, the car length does not include two overhangs. T = occupancy collection delay of axle counting section B + transmission delay from axle counting to CI + processing delay of CI + communication delay between CI and ZC. Scenario 4: In the cross-CI concentration area, there is a delay between CI1 and ZC. ZC does not collect the occupancy of short axle counting section B. CI2 and ZC have no delay, and collect the occupancy of axle counting section C first, resulting in discontinuous train occupancy and misjudging axle counting section C as ARB. Scenario 5: In the cross-ZC concentration area, there is a delay between CI1 and ZC1, and a delay between ZC1 and ZC2. ZC2 does not collect the occupancy of short axle counting section B; CI2 and ZC2 have no delay, and ZC2 collects the occupancy of axle counting section C first, resulting in discontinuous train occupancy and misjudging axle counting section C as ARB. Scenario 6: In the cross-CI concentration area, CI1 and ZC have no delay, and axle counting section A and short axle counting section B are cleared first; CI2 and ZC have a delay, and ZC collects the occupation of axle counting section C later, resulting in discontinuous train occupation and misjudging axle counting section C as ARB. Scenario 7: In the cross-ZC concentration area, there is no delay between CI1 and ZC1, and no delay between ZC1 and ZC2. Axle counting section A and short axle counting section B are cleared first. There is a delay between CI2 and ZC2. ZC2 detects the occupation of axle counting section C later, resulting in discontinuous occupation of non-communication vehicles and misjudging axle counting section C as ARB.
[0055] The computing module 60 is specifically used for: The previously occupied inspection distance L of the target axle counting section is calculated according to Formula 1: L = Maximum train speed * T (Formula 1) Where T represents the occupancy acquisition delay of the target axle counting section. In a single CI centralized area, T = axle counting occupancy acquisition delay + communication delay from axle counting to CI + processing delay of CI + communication delay between CI and ZC; in a cross-CI centralized area, T = axle counting occupancy acquisition delay + communication delay from axle counting to CI + processing delay of CI + communication delay between CI and ZC; in a cross-ZC centralized area, T = axle counting occupancy acquisition delay + communication delay from axle counting to CI + processing delay of CI + communication delay between CI and ZC + communication delay between ZC. Calculate the occupancy holding time t of the target axle section: In a single CI concentration region: t=0; In cross-CI or cross-ZC centralized areas: t = acquisition delay of the target axle counting section + transmission delay from axle counting to CI + processing delay of CI + communication delay from CI to ZC + time for the train to pass through the axle counting section within L. The determination module 62 is used to automatically determine whether the target axle counting section is in an ARB state based on the previously occupied status of the adjacent axle counting sections involved. Specifically, the determination module 62 is used for: In cases one, two, and three, if the previously occupied status of all adjacent axle counting sections is valid, the target axle counting section is prohibited from being identified as an ARB. In cases four, five, six, and seven, if any of the adjacent counting segments involved in the target axis segment have been occupied and valid, the target axis segment is prohibited from being determined as an ARB.
[0056] The embodiments of the present invention are device embodiments corresponding to the above method embodiments. The specific operation of each module can be understood with reference to the description of the method embodiments, and will not be repeated here.
[0057] Device Example 2 This invention provides an electronic device, such as... Figure 7As shown, it includes: a memory 70, a processor 72, and a computer program stored in the memory 70 and executable on the processor 72, wherein the computer program, when executed by the processor 72, performs the steps as described in the method embodiment.
[0058] Device Example 3 This invention provides a computer-readable storage medium storing an information transmission implementation program, which, when executed by a processor 72, performs the steps described in the method embodiment.
[0059] The computer-readable storage media described in this embodiment include, but are not limited to, ROM, RAM, disk, or optical disk.
[0060] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.
Claims
1. A method for determining axle occupancy faults, characterized in that, The method specifically includes: When a non-communication vehicle skips axle counting due to its short body and excessive speed, failing to meet predetermined conditions, the previously occupied inspection distance and previously occupied holding time of the target axle counting section are calculated. The adjacent axle counting sections involved are determined based on the previously occupied inspection distance, and the previously occupied state of the adjacent axle counting sections involved is maintained at the clearing time based on the previously occupied holding time. The system automatically determines whether the target axle counting section is in an ARB state based on the previously occupied status of the adjacent axle counting sections involved.
2. The method according to claim 1, characterized in that, The predetermined conditions specifically include: The value of the train length minus the distance of two overhangs divided by the train speed is greater than the time occupied by the axle counting section, where the overhang is the distance from the first wheelset of the train to the ditch.
3. The method according to claim 1, characterized in that, The specific situations where the non-communication vehicle's body is too short and its speed is too high, causing the axle jump phenomenon, include: Scenario 1: In a single CI concentration area, a train position jumps directly from axle counting section A to axle counting section B, resulting in discontinuous train occupancy and misjudging axle counting section B as ARB; Scenario 2: When crossing CI or ZC concentration zones, there is no delay between CI1 and ZC, and axle counting section A is idle. There is a delay between CI2 and ZC, and axle counting section B is idle due to occupancy delay, resulting in discontinuous train occupancy and misjudging axle counting section B as ARB. Scenario 3: In a single CI centralized area, when a train enters short axle counting section B, due to the communication delay between ZC and CI, the train occupancy jumps directly from axle counting section A to axle counting section C, resulting in discontinuous train occupancy and misjudging axle counting section C as ARB. Here, the length of short axle counting section B is less than the travel distance of the train at its maximum speed when the occupancy collection delay T of axle counting section C is minus one car length. Here, the car length does not include two overhangs. T = occupancy collection delay of axle counting section B + transmission delay from axle counting to CI + processing delay of CI + communication delay between CI and ZC. Scenario 4: In the cross-CI concentration area, there is a delay between CI1 and ZC. ZC does not collect the occupancy of short axle counting section B. CI2 and ZC have no delay, and collect the occupancy of axle counting section C first, resulting in discontinuous train occupancy and misjudging axle counting section C as ARB. Scenario 5: In the cross-ZC concentration area, there is a delay between CI1 and ZC1, and a delay between ZC1 and ZC2. ZC2 does not collect the occupancy of short axle counting section B; CI2 and ZC2 have no delay, and ZC2 collects the occupancy of axle counting section C first, resulting in discontinuous train occupancy and misjudging axle counting section C as ARB. Scenario 6: In the cross-CI concentration area, CI1 and ZC have no delay, and axle counting section A and short axle counting section B are cleared first; CI2 and ZC have a delay, and ZC collects the occupation of axle counting section C later, resulting in discontinuous train occupation and misjudging axle counting section C as ARB. Scenario 7: In the cross-ZC concentration area, there is no delay between CI1 and ZC1, and no delay between ZC1 and ZC2. Axle counting section A and short axle counting section B are cleared first. There is a delay between CI2 and ZC2. ZC2 detects the occupation of axle counting section C later, resulting in discontinuous occupation of non-communication vehicles and misjudging axle counting section C as ARB.
4. The method according to claim 1, characterized in that, The calculation of the previously occupied inspection distance and previously occupied holding time of the target axle section specifically includes: The previously occupied inspection distance L of the target axle counting section is calculated according to Formula 1: L = Maximum train speed * T (Formula 1) Where T represents the occupancy acquisition delay of the target axle counting section. In a single CI centralized area, T = axle counting occupancy acquisition delay + communication delay from axle counting to CI + processing delay of CI + communication delay between CI and ZC; in a cross-CI centralized area, T = axle counting occupancy acquisition delay + communication delay from axle counting to CI + processing delay of CI + communication delay between CI and ZC; in a cross-ZC centralized area, T = axle counting occupancy acquisition delay + communication delay from axle counting to CI + processing delay of CI + communication delay between CI and ZC + communication delay between ZC. Calculate the occupancy holding time t of the target axle section: In a single CI concentration region: t=0; In cross-CI or cross-ZC concentration areas: t = acquisition delay of the target axle counting section + transmission delay from axle counting to CI + processing delay of CI + communication delay from CI to ZC + time for the train to pass through the axle counting section within L.
5. The method according to claim 3, characterized in that, Automatically determining whether the target axle counting section is in ARB status based on the previously occupied status of the adjacent axle counting sections specifically includes: In cases one, two, and three, if the previously occupied status of all adjacent axle counting sections is valid, the target axle counting section is prohibited from being identified as an ARB. In cases four, five, six, and seven, if any of the adjacent counting segments involved in the target axis segment have been occupied and valid, the target axis segment is prohibited from being determined as an ARB.
6. A device for determining axle occupancy faults, characterized in that, The method specifically includes: The calculation module is used to calculate the previously occupied inspection distance and previously occupied holding time of the target axle counting section when a non-communication vehicle causes the axle counting phenomenon due to its short body and excessive speed, which does not meet the predetermined conditions. Based on the previously occupied inspection distance, the module determines the adjacent axle counting sections involved, and based on the previously occupied holding time, the module continues to maintain the previously occupied state of the adjacent axle counting sections involved at the clearing time. The determination module is used to automatically determine whether the target axle counting section is in ARB state based on the previously occupied status of the adjacent axle counting sections involved.
7. The apparatus according to claim 6, characterized in that, The predetermined conditions specifically include: The value of the train length minus the distance of two overhangs divided by the train speed is greater than the time occupied by the axle counting section. The overhang is the distance from the first wheelset of the train to the ditch. The specific situations where the non-communication vehicle's body is too short and its speed is too high, causing the axle jump phenomenon, include: Scenario 1: In a single CI concentration area, a train position jumps directly from axle counting section A to axle counting section B, resulting in discontinuous train occupancy and misjudging axle counting section B as ARB; Scenario 2: When crossing CI or ZC concentration zones, there is no delay between CI1 and ZC, and axle counting section A is idle. There is a delay between CI2 and ZC, and axle counting section B is idle due to occupancy delay, resulting in discontinuous train occupancy and misjudging axle counting section B as ARB. Scenario 3: In a single CI centralized area, when a train enters short axle counting section B, due to the communication delay between ZC and CI, the train occupancy jumps directly from axle counting section A to axle counting section C, resulting in discontinuous train occupancy and misjudging axle counting section C as ARB. Here, the length of short axle counting section B is less than the travel distance of the train at its maximum speed when the occupancy collection delay T of axle counting section C is minus one car length. Here, the car length does not include two overhangs. T = occupancy collection delay of axle counting section B + transmission delay from axle counting to CI + processing delay of CI + communication delay between CI and ZC. Scenario 4: In the cross-CI concentration area, there is a delay between CI1 and ZC. ZC does not collect the occupancy of short axle counting section B. CI2 and ZC have no delay, and collect the occupancy of axle counting section C first, resulting in discontinuous train occupancy and misjudging axle counting section C as ARB. Scenario 5: In the cross-ZC concentration area, there is a delay between CI1 and ZC1, and a delay between ZC1 and ZC2. ZC2 does not collect the occupancy of short axle counting section B; CI2 and ZC2 have no delay, and ZC2 collects the occupancy of axle counting section C first, resulting in discontinuous train occupancy and misjudging axle counting section C as ARB. Scenario 6: In the cross-CI concentration area, CI1 and ZC have no delay, and axle counting section A and short axle counting section B are cleared first; CI2 and ZC have a delay, and ZC collects the occupation of axle counting section C later, resulting in discontinuous train occupation and misjudging axle counting section C as ARB. Scenario 7: In the cross-ZC concentration area, there is no delay between CI1 and ZC1, and no delay between ZC1 and ZC2. Axle counting section A and short axle counting section B are cleared first. There is a delay between CI2 and ZC2. ZC2 detects the occupation of axle counting section C later, resulting in discontinuous occupation of non-communication vehicles and misjudging axle counting section C as ARB.
8. The apparatus according to claim 7, characterized in that, The calculation module is specifically used for: The previously occupied inspection distance L of the target axle counting section is calculated according to Formula 1: L = Maximum train speed * T (Formula 1) Where T represents the occupancy acquisition delay of the target axle counting section. In a single CI centralized area, T = axle counting occupancy acquisition delay + communication delay from axle counting to CI + processing delay of CI + communication delay between CI and ZC; in a cross-CI centralized area, T = axle counting occupancy acquisition delay + communication delay from axle counting to CI + processing delay of CI + communication delay between CI and ZC; in a cross-ZC centralized area, T = axle counting occupancy acquisition delay + communication delay from axle counting to CI + processing delay of CI + communication delay between CI and ZC + communication delay between ZC. Calculate the occupancy holding time t of the target axle section: In a single CI concentration region: t=0; In cross-CI or cross-ZC centralized areas: t = acquisition delay of the target axle counting section + transmission delay from axle counting to CI + processing delay of CI + communication delay from CI to ZC + time for the train to pass through the axle counting section within L. The determination module is specifically used for: In cases one, two, and three, if the previously occupied status of all adjacent axle counting sections is valid, the target axle counting section is prohibited from being identified as an ARB. In cases four, five, six, and seven, if any of the adjacent counting segments involved in the target axis segment have been occupied and valid, the target axis segment is prohibited from being determined as an ARB.
9. An electronic device, characterized in that, include: The memory, the processor, and the computer program stored in the memory and executable on the processor, wherein the computer program, when executed by the processor, implements the steps of the axle fault occupancy determination method as described in any one of claims 1 to 5.
10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores an information transmission implementation program, which, when executed by a processor, implements the steps of the axle count fault occupancy determination method as described in any one of claims 1 to 5.