Track circuit shunting detection and control method and related products

Abstract

The application discloses a track circuit shunt detection and control method and related products. The method is applied to a target track section between two steel rails, wherein axle counter sensors are installed at a driving-in end and a driving-out end, and a track short circuit is arranged between the two steel rails; an axle counting rail joint and a track circuit rail joint are connected in series in a total track relay loop of the target track section. When the method provided in the application is executed, the number of section axles is counted based on wheel induction signals generated by the axle counter sensors at the driving-in end and the driving-out end. The action state of the axle counting rail joint is identified based on the number of section axles, and the action state of the track circuit rail joint is identified. Then, the control voltage output by the LCU to the track short circuit is controlled based on the two action states. When the track short circuit receives the control voltage, the two steel rails in the target track section are short-circuited through the track short circuit; otherwise, the two steel rails are kept open. The application can effectively improve the track occupation detection precision and ensure the continuous and stable coding of the locomotive signal.

Description

Technical Field

[0001] This application relates to the field of railway signal control technology, specifically to a method for detecting and controlling track circuit branching and related products. Background Technology

[0002] Currently, track occupancy checks and locomotive signal transmission in railway signaling systems mainly rely on track circuits. These circuits form a loop by short-circuiting the two rails of the railway through the train wheels, thereby determining whether a section is occupied and transmitting locomotive signals to the train.

[0003] However, when the rail surface becomes rusty or oily, or when the train experiences light rolling or bouncing, the wheels may not be able to "short-circuit" the two rails, preventing the track circuit from properly shunting. This causes the track relays to fail to reliably deactivate, resulting in the control center incorrectly displaying the section as empty. Simultaneously, locomotive signals cannot form an effective transmission loop, leading to issues such as missing or dropped codes, preventing the train from receiving accurate operational information. Processing routes and releasing trains under these conditions greatly increases the risk of rear-end collisions, side impacts, and other safety accidents, making it difficult to guarantee railway operational safety.

[0004] Therefore, how to overcome the detection defects caused by poor rail contact, accurately determine the track occupancy status, and avoid locomotive signal code loss and failure to code are technical problems that urgently need to be solved by those skilled in the art. Summary of the Invention

[0005] Based on the above problems, this application provides a track circuit shunt detection and control method and related products, which can overcome the detection defects caused by poor rail contact, accurately determine the track occupancy status, and avoid locomotive signal code loss and code failure.

[0006] The embodiments of this application disclose the following technical solutions: A track circuit shunt detection and control method is applied to a target track section. The target track section has an initial axle counter sensor installed at the entry end and an end axle counter sensor installed at the exit end. A rail short-circuit circuit is provided between the two rails within the target track section. The main track relay circuit of the target track section has an axle counter rail connection and a track circuit rail connection connected in series. The method includes: The number of axles in a section is counted based on the wheel sensing signals generated by the starting axle sensor and the ending axle sensor. The operation status of the axle counting rail connection is identified based on the number of axles in the section, and the operation status of the track circuit rail connection is also identified. Based on the operating state of the axle rail connection and the operating state of the track circuit rail connection, the LCU is controlled to output a control voltage to the rail short-circuit circuit. Specifically, when the rail short-circuit circuit receives the control voltage, the two rails in the target track section are short-circuited through the rail short-circuit circuit; when the rail short-circuit circuit does not receive the control voltage, the two rails in the target track section are not short-circuited through the rail short-circuit circuit.

[0007] In one possible implementation, the step of counting the number of axles in a segment based on the wheel sensing signals generated by the starting axle sensor and the ending axle sensor includes: The number of axles in the section is counted and updated in real time based on the starting wheel sensing signal generated by the starting axle sensor and the ending wheel sensing signal generated by the ending axle sensor. Specifically, when a train passes the starting axle counter sensor, the starting axle counter sensor generates a starting wheel sensing signal and sends it to the axle counting processing unit; when a train passes the ending axle counter sensor, the ending axle counter sensor generates an ending wheel sensing signal and sends it to the axle counting processing unit; when the axle counting processing unit receives the starting wheel sensing signal, the axle counting processing unit increments the count of axles in the current section by 1; when the axle counting processing unit receives the ending wheel sensing signal, the axle counting processing unit decrements the count of axles in the current section by 1.

[0008] In one possible implementation, identifying the operating state of the axle counting rail connection based on the number of axles in the section includes: When the count of the number of axles in the section is not 0, the axle counting processing unit drives the axle counting rail to fall, and determines that the action state of the axle counting rail is the falling state. When the count of the number of axles in the section is 0, the axle counting processing unit drives the axle counting rail to be picked up, and determines that the operation state of the axle counting rail is the picking up state.

[0009] In one possible implementation, identifying the operational state of the track circuit connection includes: When the track circuit receiver detects that the rail is effectively short-circuited by the train wheelset, the track circuit receiver drives the track circuit rail connection to fall, and determines that the action state of the track circuit rail connection is the falling state. When the track circuit receiver detects that the rail is not effectively short-circuited by the train wheelset, the track circuit receiver drives the track circuit rail connection to be picked up, and determines the operation state of the track circuit rail connection as the picked-up state.

[0010] In one possible implementation, controlling the LCU to output a control voltage to the rail short-circuit circuit based on the operating state of the axle rail connection and the operating state of the rail circuit connection includes: When the axle counting rail connection is in the lowered state and / or the track circuit rail connection is in the lowered state, the main track relay circuit is disconnected. The LCU receives the disconnection signal of the main track relay circuit and controls the LCU to output the control voltage to the rail short-circuit circuit. When both the axle counting rail connection and the track circuit rail connection are in the tucked-up state, the main track relay circuit is turned on. The LCU receives the turn-on signal of the main track relay circuit and controls the LCU to stop outputting the control voltage to the rail short-circuit circuit.

[0011] In one possible implementation, the rail short-circuit circuit includes an electronic switch and an LC resonant network; the electronic switch includes a K-transmitter and a K-contact controlled by the K-transmitter; the LC resonant network includes a capacitor, a first inductor, and a second inductor; the control terminal of the K-transmitter is electrically connected to the control terminal of the LCU; one end of the K-contact is connected to one end of the first inductor, and the other end of the K-contact is connected to one of the two rails; the other end of the first inductor is connected to one end of the capacitor and one end of the second inductor respectively; the other end of the capacitor and the other end of the second inductor are connected in parallel and then connected to the other rail.

[0012] A track circuit shunt detection and control device includes a target track section. An initial axle counter sensor is installed at the entry end of the target track section, and an end axle counter sensor is installed at the exit end of the target track section. A rail short-circuit circuit is provided between two rails within the target track section. An axle counter rail connection and a track circuit rail connection are connected in series in the main track relay circuit of the target track section. The device comprises: The axle counting unit is used to count the number of axles in a section based on the wheel sensing signals generated by the starting axle counting sensor and the ending axle counting sensor. A status recognition unit is used to identify the operating status of the axle counting rail connection based on the number of axles in the section, and to identify the operating status of the track circuit rail connection. A short-circuit control unit is used to control the LCU to output a control voltage to the rail short-circuit circuit based on the operating state of the axle rail connection and the operating state of the rail circuit connection. Specifically, when the rail short-circuit circuit receives the control voltage, the two rails in the target track section are short-circuited through the rail short-circuit circuit; when the rail short-circuit circuit does not receive the control voltage, the two rails in the target track section are not short-circuited through the rail short-circuit circuit.

[0013] In one possible implementation, the axle counting statistics are specifically used for: The number of axles in the section is counted and updated in real time based on the starting wheel sensing signal generated by the starting axle sensor and the ending wheel sensing signal generated by the ending axle sensor. Specifically, when a train passes the starting axle counter sensor, the starting axle counter sensor generates a starting wheel sensing signal and sends it to the axle counting processing unit; when a train passes the ending axle counter sensor, the ending axle counter sensor generates an ending wheel sensing signal and sends it to the axle counting processing unit; when the axle counting processing unit receives the starting wheel sensing signal, the axle counting processing unit increments the count of axles in the current section by 1; when the axle counting processing unit receives the ending wheel sensing signal, the axle counting processing unit decrements the count of axles in the current section by 1.

[0014] A track circuit shunt detection and control device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the track circuit shunt detection and control method as described above.

[0015] A computer-readable storage medium storing instructions that, when executed on a terminal device, cause the terminal device to perform the track circuit shunt detection and control method as described above.

[0016] Compared with the prior art, this application has the following beneficial effects: This application provides a track circuit shunting detection and control method and related products. Specifically, when implementing the track circuit shunting detection and control method provided in this application, track circuit shunting detection and control are achieved by relying on the starting axle counter sensor, the ending axle counter sensor, the rail short-circuit circuit configured in the target track section, and the main track relay circuit connected in series with the axle counter rail connection and the track circuit rail connection. First, the starting axle counter sensor and the ending axle counter sensor collect wheel sensing signals and count the number of axles in the section, which is unaffected by the rail surface condition and provides an accurate and stable counting basis for section occupancy judgment. Second, the operation status of the axle counter rail connection is identified based on the number of axles in the section, and the operation status of the track circuit rail connection is identified simultaneously. Through dual status confirmation, the accuracy and safety of section occupancy and vacancy judgment are improved. Finally, the Logic Control Unit (LCU) outputs a control voltage to the rail short-circuit circuit based on the integrated status control of the two rail connections. When the section is occupied, the rail is actively short-circuited, forcibly forming a reliable electrical shunting circuit and ensuring stable transmission of locomotive signals. When the track section is vacant, the short circuit is disconnected to avoid interference with the normal operation of the track circuit, thereby improving the overall reliability of the track circuit shunting and the stability of signal transmission. This application installs axle counting sensors at the beginning and end of the target track section to count the number of axles in the section in real time, ensuring accurate and reliable judgment of track occupancy status. At the same time, by controlling the rail short-circuit circuit through the LCU, the rail is actively electrically short-circuited according to the rail connection status, forcibly establishing the locomotive signal transmission loop, ensuring stable locomotive signal transmission, avoiding code failure and code drop faults, effectively improving the reliability of track occupancy detection and the stability of locomotive signal transmission, and eliminating safety hazards caused by poor track circuit shunting. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in this embodiment or the prior art, the drawings used in the description of the embodiment or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 A flowchart of a track circuit shunt detection and control method provided in this application embodiment; Figure 2 A flowchart of a track circuit shunt detection and control method provided in this application embodiment; Figure 3 This is a schematic diagram of the structure of a track circuit shunt detection and control device provided in an embodiment of this application. Detailed Implementation

[0019] To facilitate understanding of the technical solutions provided in the embodiments of this application, the background technology involved in the embodiments of this application will be described below.

[0020] Currently, railway signaling systems rely on track occupancy checks and locomotive signal transmission primarily through track circuits. These circuits form an electrical loop by short-circuiting the two rails with the train wheelsets, thus identifying the occupancy status of a section and transmitting locomotive signals. However, when the rails are contaminated with rust, oil, or other insulating impurities, or when a train is lightly loaded or its wheelsets are bouncing and unable to reliably contact the rails, the wheelsets cannot effectively short-circuit the rails. This prevents the track circuit from properly shunting, causing the track relays to fail to deactivate reliably, resulting in the control center incorrectly displaying the section as vacant. Simultaneously, the locomotive signal cannot form a valid transmission loop, leading to anomalies such as missing or dropped codes, and the train cannot receive operational information. If a route is approved or a train is allowed to proceed under these conditions, it can easily cause rear-end collisions, side impacts, and other safety accidents, seriously threatening railway safety.

[0021] To address this issue, this application provides a track circuit shunt detection and control method and related products. For the target track section to be detected, a starting axle counter sensor and an ending axle counter sensor are installed at the entry and exit ends. This design can capture train data signals passing through the section in real time and accurately count the number of passing wheels. By analyzing the signals generated by these sensors, the operational status of the axle counter rail connection and the track circuit rail connection can be identified in real time. This status identification capability ensures comprehensive monitoring of the track circuit's operating status, timely detection of potential faults, and avoids erroneous signal transmission due to poor contact. Furthermore, based on the operational status of the axle counter rail connection and the track circuit rail connection, the LCU outputs a control voltage to the rail short-circuit circuit. When the rail short-circuit circuit receives the control voltage, the two rails in the target track section are effectively short-circuited, thereby ensuring the normal transmission of locomotive signals; conversely, when no control voltage is received, the rails remain unshort-circuited to prevent misjudgment or signal interference. This application can overcome the detection defects caused by poor rail contact, accurately determine the track occupancy status, and avoid locomotive signal code loss and failure to generate codes.

[0022] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0023] See Figure 1This figure is a flowchart of a track circuit shunting detection and control method provided in an embodiment of this application. This method is implemented for target track sections with a risk of faulty shunting, achieving fully automated detection and control based on a pre-built hardware architecture. In terms of hardware configuration, a starting axle counter sensor is installed at the entry end of the target track section, and an ending axle counter sensor is installed at the exit end, used to collect wheel sensing signals of the train entering and leaving the section in real time. Furthermore, a rail short-circuit circuit is connected between the two rails within the target track section as an actuator to actively realize electrical shunting. Simultaneously, to ensure the safety and reliability of the section occupancy status judgment, the axle counter rail connection and the track circuit rail connection are connected in series in the main track relay circuit of the target track section.

[0024] like Figure 1 As shown, the track circuit shunt detection and control method may include steps S101-S103: S101: Count the number of axles in a section based on the wheel sensing signals generated by the starting axle sensor and the ending axle sensor.

[0025] To overcome the limitations of traditional single-detection modes in track circuits and avoid wheelset shunt failures caused by rail corrosion, oil contamination, and light-load train jolting, this application relies on a starting axle counter sensor at the entry end and a ending axle counter sensor at the exit end of the target track section to continuously capture wheel sensing signals generated when the train wheelsets pass by. Based on the triggering sequence and frequency of the two types of sensing signals, the number of axles in the current target track section is counted and updated in real time. This provides an objective, accurate, and independent feedback on the actual occupancy of the train within the section, unaffected by the conductivity of the rail contact surface.

[0026] For example, assuming that when a train enters the target track section from the entry end, the starting axle counting sensor continuously senses wheel signals and generates corresponding wheel sensing signals, and the system performs counting accumulation based on these signals; when the train completely leaves the section and passes through the exit end in sequence, the ending axle counting sensor synchronously collects wheel sensing signals, and the system correspondingly performs counting decrement; by dynamically counting the number of axles in the section throughout the entire process, it is possible to stably distinguish different operating scenarios such as section idling, single-vehicle occupancy, and multiple-vehicle congestion, providing accurate and reliable underlying data support for subsequent track connection status identification and logic control.

[0027] S102: Identify the operating state of the axle counting rail connection based on the number of axles in the section, and identify the operating state of the track circuit rail connection.

[0028] After completing the real-time axle count statistics for the target track section, in order to achieve dual verification of the section occupancy status, compensate for the judgment loopholes of the single detection method, and avoid the status identification deviation caused by poor track circuit shunting, this application combines the acquired section axle count values ​​to complete the operation status of the axle counting rail connection. The lifting or lowering status of the axle counting rail connection can be determined based on the real-time axle count values. Relying on the advantage of axle counting detection being unaffected by rail surface corrosion, oil stains, or light vehicle vibration, it outputs objective and reliable occupancy judgment results. Simultaneously, it independently collects and identifies the actual operation status of the track circuit rail connection, truly reflecting the actual working conditions of the rail wheelset shunting and track circuit conduction.

[0029] For example, assuming that the number of axles in a section is not zero, it can be determined that there is a train in the section, and the axle counting rail connection is kept in the lowered state. If the number of axles in the section is zero, it is determined that there is no train in the section, and the axle counting rail connection is restored to the raised state. At the same time, the rail circuit rail connection is monitored synchronously to see whether it is lowered due to a valid short circuit of the wheelset or kept raised due to a faulty circuit. The two status information are fully integrated to provide complete judgment conditions for the subsequent linkage control rail short circuit circuit working logic.

[0030] S103: Based on the operating state of the axle rail connection and the operating state of the rail circuit rail connection, control the LCU to output control voltage to the rail short-circuit circuit.

[0031] After identifying the dual operational states of axle counting rail connection and track circuit connection, this application integrates the two detection logics to form a redundant control mechanism. This addresses issues such as wheelset short-circuit failures, locomotive signal transmission anomalies, and misjudgments of section status caused by poor track circuit shunting. The real-time operating states of both axle counting rail connection and track circuit connection are used as a unified control basis, linking and managing the LCU's voltage output logic to precisely control the engagement and disengagement of the rail short-circuit circuit. By integrating the judgment of these two rail connection states, the limitations of traditional track circuits relying solely on natural wheelset shunting are overcome. Active circuit short-circuiting compensates for poor wheelset contact, ensuring the integrity of the track circuit and locomotive signal path.

[0032] Under the control voltage, the rail short-circuit circuit can reliably switch its operating modes. When the rail short-circuit circuit receives the control voltage from the LCU, its internal electronic switch is turned on, allowing the rail short-circuit circuit to stably connect between the two rails. Relying on the electrical connection relationship of the resonant network, the rails are short-circuited, thus constructing a continuous and complete electrical path. When the rail short-circuit circuit does not receive the control voltage, the internal electronic switch remains open, and the rail short-circuit circuit is completely disconnected from the rail circuit, no longer forming an additional conductive path for the rails. The two rails always maintain their original electrical isolation state, avoiding interference with the normal operation of the track circuit.

[0033] Based on the content of S101-S103, a starting axle counting sensor and an ending axle counting sensor are respectively configured at the entry and exit ends of the target track section. These sensors can capture the wheel signals of trains passing through the section in real time, thereby accurately counting the number of axles within the section. Based on the data acquired by these sensors, the operational status of the axle counting rail connection and the track circuit rail connection can be quickly identified. This identification process ensures timely monitoring of the track circuit status, providing necessary information for subsequent fault diagnosis and handling, and effectively preventing signal failures caused by poor contact. After identifying the status of the axle counting rail connection and the track circuit rail connection, the LCU can be controlled to output a corresponding control voltage to the rail short-circuit circuit. When the rail short-circuit circuit receives the control voltage, the two rails in the target track section will be short-circuited, thus ensuring the normal transmission of locomotive signals; when no control voltage is received, the rails remain un-short-circuited. This dynamic control greatly reduces the risk of misjudgment and signal interference. This application can improve the reliability of track section occupancy detection and ensure stable and normal code transmission of locomotive signals.

[0034] In one possible implementation, step S101, when counting the number of axles in the target track section, mainly relies on the wheel sensing signals collected by the starting axle sensor and the ending axle sensor to complete dynamic calculation and data refresh.

[0035] Specifically, during normal train operation, when a wheelset passes the starting axle counter sensor on the entry side of the target track section, the sensor senses the wheelset trigger information in real time and generates a starting wheel sensing signal, which is stably transmitted to the axle counting processing unit. As the train continues to move and the wheelset passes the ending axle counter sensor on the exit side of the section in sequence, the ending axle counter sensor simultaneously senses and generates an ending wheel sensing signal, which is also uploaded to the axle counting processing unit. The axle counting processing unit classifies and processes different types of sensing signals according to preset control logic: once the starting wheel sensing signal is received, the number of axles in the current section is incremented and updated; when the ending wheel sensing signal is received, the number of axles in the section is decremented accordingly. By continuously collecting the sensing signals from both ends of the sensor and coordinating with the signal triggering corresponding increment / decrement counting logic, the changes in wheelset status as the train enters and exits the section can be tracked in real time, and the statistics and dynamic updates of the number of axles in the section can be completed uninterruptedly. This objectively reflects the actual stationing and passage status of the train within the track section, providing accurate and reliable data support for subsequent track connection status determination and short-circuit circuit control logic.

[0036] In one possible implementation, step S102, in the process of identifying the axle connection operation status based on the real-time statistical axle count of the section, uses the real-time value of the axle count of the section as the core judgment basis to achieve precise switching and stable control of the axle connection operation status.

[0037] Specifically, during actual operation, if the number of axles in a section obtained through real-time monitoring is not zero, it means that there are train wheelsets parked or trains passing normally in the current target track section, and the section is in an effective occupied state. At this time, the axle counting processing unit will actively output a drive command to control the axle counting rail connector to reliably drop, thereby determining and locking the working state of the axle counting rail connector to the dropped state. Conversely, when the axle count of a section returns to zero, it indicates that the train has completely left the target track section, there are no wheelsets parked in the section, and the section has returned to an idle working state. The axle counting processing unit then synchronously adjusts the control command to drive the axle counting rail connector to complete the reset and pick-up action, thereby determining that the axle counting rail connector is in the pick-up state.

[0038] This method uses quantified axle count data as the basis for judgment, achieving accurate matching between the axle count rail connection status and the actual occupancy condition of the section. The status switching logic is clear and the response is timely. It is not affected by external factors such as rail conductivity and environmental interference, and can continuously output stable and reliable axle count detection results. This provides standardized and effective status parameters for subsequent multi-dimensional status fusion judgment and coordinated control of rail short circuit circuits.

[0039] In one possible implementation, the identification of the track circuit connection status in step S102 is achieved entirely by relying on the track circuit's own electrical detection principle, with the actual continuity between the rails as the criterion.

[0040] Specifically, when a train enters the target track section, the train wheelsets make close contact with the rails on both sides and form an effective electrical short circuit. The track circuit receiver can capture the conduction changes of the rail circuit in real time and accurately identify the effective shunting behavior of the wheelsets. Based on this, the track circuit receiver outputs a drive signal to control the reliable lowering of the track circuit connection, thereby determining that the track circuit connection is in the lowered state. Conversely, when there is no train passing through the section, or when the wheelsets cannot form an effective conduction with the rails due to rail corrosion, foreign objects blocking the rails, or light train load, the track circuit receiver cannot detect the short circuit signal of the rails. The track circuit remains in normal isolation condition, and the track circuit receiver then controls the track circuit connection to reset and pick up, thereby determining that the track circuit connection is in the picked-up state.

[0041] This identification method follows the inherent working logic of the track circuit, can truly reflect the actual working conditions of the wheelset branch on site, intuitively reflect the operating defects of the traditional track circuit, and facilitates comprehensive comparison with the axle connection status, providing a complete dual-path status basis for the linkage control of the rail short-circuit circuit.

[0042] In one possible implementation, after the dual-rail connection status identification is completed in step S102, step S103 combines the real-time working status of the axle rail connection and the rail circuit rail connection, and links the on / off changes of the main rail relay circuit to precisely control the voltage output logic of the LCU rail short-circuit circuit.

[0043] Specifically, since the axle counting rail connection and the track circuit rail connection are connected in series inside the main track relay circuit, if either type of rail connection is in a dropped state, it will directly cause the main track relay circuit to disconnect: When the axle meter rail connection is in the lowered state, the track circuit rail connection is in the lowered state, or both are in the lowered state at the same time, the main track relay circuit immediately switches to the disconnected mode. The LCU collects the circuit disconnection feedback signal in real time and continuously outputs control voltage to the outside based on the signal, stably supplying it to the rail short-circuit circuit to complete the active short-circuit control.

[0044] Under the premise that there are no cars in the section and the operating conditions are normal, the axle counting rail connection and the track circuit rail connection will be kept in the tethered state synchronously, the series main track relay circuit will be fully connected, and after the LCU detects the effective connection signal of the circuit, it will cut off the voltage output command in time and stop the supply of control voltage to the rail short circuit circuit.

[0045] By relying on the linkage logic of the dual-rail series circuit, closed-loop linkage control of circuit on / off and voltage output is realized. It can force the rail short-circuit compensation mechanism to be activated when the section is occupied or the track circuit branch is abnormal, and can also promptly withdraw the intervention when the section is idle, so as to ensure the safety and adaptability of the overall operation of the track circuit.

[0046] In one feasible implementation, the specific hardware structure of the rail short-circuit circuit is as follows: Figure 2 As shown, it mainly consists of two parts: an electronic switch and an LC resonant network. The dynamic switching between rail shorting and disconnection is achieved through the control of the LCU.

[0047] Specifically, the electronic switch of the rail short-circuit circuit consists of a K-transmitter and its controlled K-contact. The control terminal of the K-transmitter is directly electrically connected to the control terminal of the LCU and is used to receive the DC12V control voltage sent by the LCU, thereby driving the K-contact to complete the conduction or disconnection action, realizing the controllable switching of the circuit.

[0048] The LC resonant network of the rail short-circuit circuit consists of capacitor C1, first inductor L1, and second inductor L2. One end of the K-contact is connected to one end of the first inductor L1, and the other end is connected to one of the rails in the target track section; The other end of the first inductor L1 is connected to one end of the capacitor C1 and one end of the second inductor L2. The other end of capacitor C1 is connected in parallel with the other end of second inductor L2, and then connected to another rail in the target track section.

[0049] In practical operation, when the LCU outputs a DC12V control voltage, the K-transmitter is energized and closes the K-contact, allowing the LC resonant network to form a complete circuit with C1 through L1, L2, and C1, stably connecting between the two rails and electrically short-circuiting them. When the LCU stops outputting the control voltage, the K-transmitter is de-energized and reset, the K-contact opens, the LC resonant network is disconnected from the rail circuit, and the two rails return to their original electrical isolation state.

[0050] With this structure, the rail short-circuit circuit can accurately complete the shorting and disconnection of the rail according to the LCU's instructions. It can simulate the wheel set shunting effect when needed, and avoid causing continuous interference to the normal operation of the track circuit.

[0051] In one possible implementation, such as Figure 2 As shown, the rail short-circuit circuit includes an electronic switch and an LC resonant network; the electronic switch includes a K-transmitter and a K-contact controlled by the K-transmitter; the LC resonant network includes a capacitor C1, a first inductor L1, and a second inductor L2; the control terminal of the K-transmitter is electrically connected to the control terminal of the LCU; one end of the K-contact is connected to one end of the first inductor L1, and the other end of the K-contact is connected to one of the two rails; the other end of the first inductor L1 is connected to one end of the capacitor C1 and one end of the second inductor L2 respectively; the other end of the capacitor C1 and the other end of the second inductor L2 are connected in parallel and then connected to the other rail.

[0052] See Figure 3 , Figure 3 This is a schematic diagram of a track circuit branch detection and control device provided in an embodiment of this application. A starting axle counter sensor is installed at the entry end of the target track section, and an ending axle counter sensor is installed at the exit end of the target track section. A rail short-circuit circuit is provided between the two rails within the target track section. The main track relay circuit of the target track section has an axle counter rail connection and a track circuit rail connection connected in series, such as... Figure 3 As shown, the track circuit shunt detection and control device includes: The axle counting unit 301 is used to count the number of axles in a section based on the wheel sensing signals generated by the starting axle counting sensor and the ending axle counting sensor. The first state recognition unit 302 is used to recognize the operation state of the axle counting rail connection based on the number of axles in the section. The second state recognition unit 303 identifies the operational state of the track circuit connection. The short-circuit control unit 304 is used to control the LCU to output a control voltage to the rail short-circuit circuit based on the operating state of the axle rail connection and the operating state of the rail circuit connection. Specifically, when the rail short-circuit circuit receives the control voltage, the two rails in the target track section are short-circuited through the rail short-circuit circuit; when the rail short-circuit circuit does not receive the control voltage, the two rails in the target track section are not short-circuited through the rail short-circuit circuit.

[0053] In one possible implementation, the axle counting 301 is specifically used for: The number of axles in the section is counted and updated in real time based on the starting wheel sensing signal generated by the starting axle sensor and the ending wheel sensing signal generated by the ending axle sensor. Specifically, when a train passes the starting axle counter sensor, the starting axle counter sensor generates a starting wheel sensing signal and sends it to the axle counting processing unit; when a train passes the ending axle counter sensor, the ending axle counter sensor generates an ending wheel sensing signal and sends it to the axle counting processing unit; when the axle counting processing unit receives the starting wheel sensing signal, the axle counting processing unit increments the count of axles in the current section by 1; when the axle counting processing unit receives the ending wheel sensing signal, the axle counting processing unit decrements the count of axles in the current section by 1.

[0054] In one possible implementation, the first state recognition unit 302 is specifically used for: When the count of the number of axles in the section is not 0, the axle counting processing unit drives the axle counting rail to fall, and determines that the action state of the axle counting rail is the falling state. When the count of the number of axles in the section is 0, the axle counting processing unit drives the axle counting rail to be picked up, and determines that the operation state of the axle counting rail is the picking up state.

[0055] In one possible implementation, the second state recognition unit 303 is specifically used for: When the track circuit receiver detects that the rail is effectively short-circuited by the train wheelset, the track circuit receiver drives the track circuit rail connection to fall, and determines that the action state of the track circuit rail connection is the falling state. When the track circuit receiver detects that the rail is not effectively short-circuited by the train wheelset, the track circuit receiver drives the track circuit rail connection to be picked up, and determines the operation state of the track circuit rail connection as the picked-up state.

[0056] In one possible implementation, the short-circuit control unit 304 is specifically used for: When the axle counting rail connection is in the lowered state and / or the track circuit rail connection is in the lowered state, the main track relay circuit is disconnected. The LCU receives the disconnection signal of the main track relay circuit and controls the LCU to output the control voltage to the rail short-circuit circuit. When both the axle counting rail connection and the track circuit rail connection are in the tucked-up state, the main track relay circuit is turned on. The LCU receives the turn-on signal of the main track relay circuit and controls the LCU to stop outputting the control voltage to the rail short-circuit circuit.

[0057] In one possible implementation, the rail short-circuit circuit includes an electronic switch and an LC resonant network; the electronic switch includes a K-transmitter and a K-contact controlled by the K-transmitter; the LC resonant network includes a capacitor, a first inductor, and a second inductor; the control terminal of the K-transmitter is electrically connected to the control terminal of the LCU; one end of the K-contact is connected to one end of the first inductor, and the other end of the K-contact is connected to one of the two rails; the other end of the first inductor is connected to one end of the capacitor and one end of the second inductor respectively; the other end of the capacitor and the other end of the second inductor are connected in parallel and then connected to the other rail.

[0058] In addition, this application embodiment also provides a track circuit shunt detection and control device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the track circuit shunt detection and control method as described above.

[0059] In addition, this application embodiment also provides a computer-readable storage medium storing instructions that, when executed on a terminal device, cause the terminal device to perform the track circuit shunt detection and control method as described above.

[0060] This application's embodiments achieve accurate axle counting within a track section by installing axle counting sensors at both the beginning and end points. The axle counting rail connection and the track circuit rail connection are connected in series to form a main track relay circuit. This ensures reliable identification of track occupancy and vacancy status regardless of factors such as rail rust, oil contamination, or light vehicle movement. This fundamentally avoids problems caused by poor track circuit shunting, leading to unreliable track relay deactivation and incorrect control center display of vacant sections. Simultaneously, this application actively short-circuits the rails based on the rail connection status, forcibly establishing a locomotive signal transmission circuit. This effectively solves the problem of locomotive signals not registering or dropping codes, ensuring the train can reliably obtain correct operational information. Through these dual safeguards, this application completely eliminates safety hazards caused by poor track circuit shunting, significantly improves the reliability of railway track occupancy detection and the stability of locomotive signal transmission, providing stronger support for train operation safety.

[0061] The foregoing provides a detailed description of a track circuit shunt detection and control method and related products provided in this application. The various embodiments in the specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section. It should be noted that those skilled in the art can make several improvements and modifications to this application without departing from the principles of this application, and these improvements and modifications also fall within the protection scope of the claims of this application.

[0062] It should also be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, 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 a process, method, article, or apparatus. Without further limitations, 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 said element.

Claims

1. A method for detecting and controlling track circuit shunts, characterized in that, The method is applied to a target track section, wherein a starting axle counter sensor is installed at the entry end of the target track section, and an ending axle counter sensor is installed at the exit end of the target track section. A rail short-circuit circuit is provided between the two rails within the target track section. The main track relay circuit of the target track section has an axle counter rail connection and a track circuit rail connection connected in series. The method includes: The number of axles in a section is counted based on the wheel sensing signals generated by the starting axle sensor and the ending axle sensor. The operation status of the axle counting rail connection is identified based on the number of axles in the section, and the operation status of the track circuit rail connection is also identified. Based on the operating state of the axle rail connection and the operating state of the rail circuit rail connection, the LCU is controlled to output a control voltage to the rail short-circuit circuit. Specifically, when the rail short-circuit circuit receives the control voltage, the two rails in the target track section are short-circuited through the rail short-circuit circuit; when the rail short-circuit circuit does not receive the control voltage, the two rails in the target track section are not short-circuited through the rail short-circuit circuit.

2. The method according to claim 1, characterized in that, The method of counting the number of axles in a segment based on the wheel sensing signals generated by the starting axle sensor and the ending axle sensor includes: The number of axles in the section is counted and updated in real time based on the starting wheel sensing signal generated by the starting axle sensor and the ending wheel sensing signal generated by the ending axle sensor. Specifically, when a train passes the starting axle counter sensor, the starting axle counter sensor generates a starting wheel sensing signal and sends it to the axle counting processing unit; when a train passes the ending axle counter sensor, the ending axle counter sensor generates an ending wheel sensing signal and sends it to the axle counting processing unit; when the axle counting processing unit receives the starting wheel sensing signal, the axle counting processing unit increments the count of axles in the current section by 1; when the axle counting processing unit receives the ending wheel sensing signal, the axle counting processing unit decrements the count of axles in the current section by 1.

3. The method according to claim 1, characterized in that, The step of identifying the operating state of the axle-counting rail connection based on the number of axles in the section includes: When the count of the number of axles in the section is not 0, the axle counting processing unit drives the axle counting rail to fall, and determines that the action state of the axle counting rail is the falling state. When the count of the number of axles in the section is 0, the axle counting processing unit drives the axle counting rail to be picked up, and determines that the operation state of the axle counting rail is the picking up state.

4. The method according to claim 1, characterized in that, The identification of the operational state of the track circuit connection includes: When the track circuit receiver detects that the rail is effectively short-circuited by the train wheelset, the track circuit receiver drives the track circuit rail connection to fall, and determines that the action state of the track circuit rail connection is the falling state. When the track circuit receiver detects that the rail is not effectively short-circuited by the train wheelset, the track circuit receiver drives the track circuit rail connection to be picked up, and determines the operation state of the track circuit rail connection as the picked-up state.

5. The method according to claim 1, characterized in that, The step of controlling the LCU to output a control voltage to the rail short-circuit circuit based on the operating state of the axle rail connection and the operating state of the rail circuit connection includes: When the axle counting rail connection is in the lowered state and / or the track circuit rail connection is in the lowered state, the main track relay circuit is disconnected. The LCU receives the disconnection signal of the main track relay circuit and controls the LCU to output the control voltage to the rail short-circuit circuit. When both the axle counting rail connection and the track circuit rail connection are in the tucked-up state, the main track relay circuit is turned on. The LCU receives the turn-on signal of the main track relay circuit and controls the LCU to stop outputting the control voltage to the rail short-circuit circuit.

6. The method according to claim 1, characterized in that, The rail short-circuit circuit includes an electronic switch and an LC resonant network; the electronic switch includes a K-transmitter and a K-contact controlled by the K-transmitter; the LC resonant network includes a capacitor, a first inductor, and a second inductor; the control terminal of the K-transmitter is electrically connected to the control terminal of the LCU; one end of the K-contact is connected to one end of the first inductor, and the other end of the K-contact is connected to one of the two rails; the other end of the first inductor is connected to one end of the capacitor and one end of the second inductor respectively; the other end of the capacitor and the other end of the second inductor are connected in parallel and then connected to the other rail.

7. A track circuit shunt detection and control device, characterized in that, The target track section includes an entry-point axle counter sensor and an exit-point axle counter sensor. A rail short-circuit circuit is provided between the two rails within the target track section. The main track relay circuit of the target track section is connected in series with an axle counter rail connection and a track circuit rail connection. The device includes: The axle counting unit is used to count the number of axles in a section based on the wheel sensing signals generated by the starting axle counting sensor and the ending axle counting sensor. A status recognition unit is used to identify the operating status of the axle counting rail connection based on the number of axles in the section, and to identify the operating status of the track circuit rail connection. A short-circuit control unit is used to control the LCU to output a control voltage to the rail short-circuit circuit based on the operating state of the axle rail connection and the operating state of the rail circuit connection. Specifically, when the rail short-circuit circuit receives the control voltage, the two rails in the target track section are short-circuited through the rail short-circuit circuit; when the rail short-circuit circuit does not receive the control voltage, the two rails in the target track section are not short-circuited through the rail short-circuit circuit.

8. The apparatus according to claim 7, characterized in that, The axle counting statistics are specifically used for: The number of axles in the section is counted and updated in real time based on the starting wheel sensing signal generated by the starting axle sensor and the ending wheel sensing signal generated by the ending axle sensor. Specifically, when a train passes the starting axle counter sensor, the starting axle counter sensor generates a starting wheel sensing signal and sends it to the axle counting processing unit; when a train passes the ending axle counter sensor, the ending axle counter sensor generates an ending wheel sensing signal and sends it to the axle counting processing unit; when the axle counting processing unit receives the starting wheel sensing signal, the axle counting processing unit increments the count of axles in the current section by 1; when the axle counting processing unit receives the ending wheel sensing signal, the axle counting processing unit decrements the count of axles in the current section by 1.

9. A track circuit shunt detection and control device, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the track circuit shunt detection and control method as described in any one of claims 1-6.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores instructions that, when executed on a terminal device, cause the terminal device to perform the track circuit shunt detection and control method as described in any one of claims 1-6.

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