Method and device for protecting against loss of possession of an engineering vehicle
By configuring timers for axle counting sections on the track and establishing a dynamic search mechanism, the problem of lost occupancy status of engineering vehicles was solved, ensuring accurate tracking and safe protection of engineering vehicles by the signaling system.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- CRSC URBAN RAIL TRANSIT TECH CO LTD
- Filing Date
- 2026-03-24
- Publication Date
- 2026-06-30
AI Technical Summary
When tracking engineering vehicles that are not equipped with onboard controllers, existing signal systems are prone to losing occupancy status due to discontinuities in axle occupancy status, which can lead to the failure of the engineering vehicle movement authorization protection and pose a safety hazard.
A first timer is configured for each axle counting section on the track line to monitor the axle counting status and start the timer when the status changes. By searching for started but not yet ended timers within a preset search range, the axle counting status is corrected to the engineering vehicle occupancy status, thus establishing a dynamic time and space correlation search mechanism.
To effectively maintain the continuity of the identity of engineering vehicles in the signal system, prevent loss of occupancy status, avoid misjudging as equipment failure, and improve operational safety.
Smart Images
Figure CN122300570A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of rail transit signal control technology, and in particular to a method and device for protecting against the loss of engineering vehicles due to occupation. Background Technology
[0002] With the rapid development of urban rail transit, Communication Based Train Control (CBTC) and Fully Automatic Operation (FAO) systems are widely used. These systems need to be compatible with both trains equipped with Vehicle On-board Controllers (VOBCs) and unequipped trains (UTs), such as engineering vehicles. To ensure the flexibility and efficiency of network operation and maintenance, engineering vehicles frequently need to operate on the lines. The signaling system must be able to accurately track the location of these engineering vehicles and provide them with area protection similar to moving block systems to prevent train collisions or rear-end accidents.
[0003] In existing signaling systems, for engineering vehicles without onboard controllers, secondary detection and tracking are typically performed using ground-based axle counting equipment. The tracking logic usually relies on the continuous transmission of axle occupancy status; that is, the system only transmits the "UT occupancy" attribute to the next segment when the engineering vehicle moves from the current axle counting segment into the next adjacent segment, and both segments simultaneously exhibit occupancy (or a strict adjacency sequence). Ground signaling equipment (such as Zone Controllers (ZC) or Computer Based Interlocking (CI) subsystems) monitor the status of track circuits or axle counting in real time, calculating Movement Authority (MA) or restricted areas to ensure driving safety. However, existing tracking logic strictly relies on the spatial continuity of axle occupancy status. When engineering vehicles with shorter lengths or higher speeds pass through segment boundaries, brief interruptions or jumps in occupancy can easily occur due to signal transmission delays. This discontinuity in physical state can prevent the system from establishing logical connections between preceding and following sections, thus misjudging subsequent occupation of the engineering vehicle as an isolated equipment failure, causing the engineering vehicle to lose its movement authorization protection and posing a safety hazard.
[0004] Therefore, how to prevent engineering vehicles from losing their occupied status during operation has become a technical problem that the industry urgently needs to solve. Summary of the Invention
[0005] This invention provides a method and device for protecting against loss of occupancy status of engineering vehicles, which solves the defect in the prior art that misjudges the occupancy of engineering vehicles as an isolated equipment failure, resulting in the loss of movement authorization protection for engineering vehicles, and realizes the prevention of loss of occupancy status of engineering vehicles during operation.
[0006] This invention provides a method for protecting against the loss of engineering vehicles, comprising: Configure a first timer for each axle counting section on the track line; Monitor the axle counting status of the axle counting section; When the axle counting status of the first axle counting section changes from the engineering vehicle occupied state to the cleared state, the first timer corresponding to the first axle counting section is started; When the axle counting state of the second axle counting section is detected to be in an abnormal occupancy state, search within a preset search range for axle counting section where the first timer is in a started and not ended state. If the first axle counting section is found within the preset search range and the first timer corresponding to the first axle counting section is in a started and not ended state, the axle counting status of the second axle counting section is corrected from an abnormal occupancy state to an engineering vehicle occupancy state.
[0007] In some embodiments, the method further includes: Configure a second timer for each axle counting section on the track line; When the axle counting status of any axle counting section is detected as abnormally occupied, the second timer corresponding to that axle counting section is started. If any axle counting section and its adjacent axle counting section are both determined to be in an abnormal occupancy state, and the second timer of any axle counting section and its adjacent axle counting section has been started, determine whether the difference between the second timer of any axle counting section and the second timer of its adjacent axle counting section is within a preset range. If the difference between the second timer of any axle counting section and the second timer of the adjacent axle counting section is within a preset range, the axle counting status of the any axle counting section and the adjacent axle counting section will be corrected to the construction vehicle occupancy status.
[0008] In some embodiments, the method further includes: Obtain the maximum possible travel distance of the engineering vehicle; The initial value of the first timer is determined based on the maximum possible running distance.
[0009] In some embodiments, the preset interval range is obtained based on the following steps: Obtain the speed of the engineering vehicle and its maximum operating time; The preset range is determined based on the speed of the engineering vehicle and its maximum operating time.
[0010] In some embodiments, the preset search range is determined based on the location of the second axle counting section and the maximum possible running distance.
[0011] In some embodiments, searching within a preset search range for the existence of a counting segment where the first timer is in a started and not yet finished state includes: When a turnout section is encountered in the search path, the status of the turnout section is obtained; If the turnout section is locked, the search continues along the current locking direction of the turnout section; If the turnout section is in an unlocked state, then the search is performed along all open directions of the turnout section.
[0012] This invention provides a protective device for the loss of engineering vehicles, comprising: The configuration module is used to configure the first timer for each axle counting section on the track line; The monitoring module is used to monitor the axle counting status of the axle counting section; The triggering module is used to start the first timer corresponding to the first axle counting section when the axle counting status of the first axle counting section changes from the engineering vehicle occupied state to the cleared state. The search module is used to search within a preset search range for a counting section where the counting status of the second counting section is abnormally occupied when the counting status of the second counting section is detected to be abnormally occupied. The correction module is used to correct the axle counting status of the second axle counting section from an abnormal occupancy status to an engineering vehicle occupancy status if the first axle counting section is found within the preset search range and the first timer corresponding to the first axle counting section is in an started and not ended state.
[0013] The present invention provides an electronic device, including a memory, a processor, and a computer program stored in the memory and running on the processor, wherein the processor executes the computer program to implement the method for protecting against loss of engineering vehicle occupancy.
[0014] The present invention provides a non-transitory computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the aforementioned method for preventing the loss of engineering vehicle occupancy.
[0015] The present invention also provides a computer program product, including a computer program, which, when executed by a processor, implements the aforementioned method for preventing the loss of engineering vehicle occupancy.
[0016] The present invention provides a method and device for preventing the loss of occupancy status of engineering vehicles. By configuring a first timer that can record the history of status changes for each axle counting section and establishing a dynamic correlation search mechanism based on time and space, when the axle counting status of an engineering vehicle is "simultaneously cleared by adjacent axles" or "train skips axle counting occupancy" due to the short length or high speed of the vehicle during operation, the system can use the time clue of "the first timer has not ended" to logically correct the section that was mistakenly judged as an equipment failure or abnormal occupancy back to the correct engineering vehicle occupancy status. This effectively maintains the continuity of the engineering vehicle's identity in the signaling system and prevents the engineering vehicle from losing its occupancy status during operation. Attached Figure Description
[0017] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.
[0018] To more clearly illustrate the technical solutions in this invention or 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 some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.
[0019] Figure 1 This is a flowchart illustrating the protection method for the loss of engineering vehicles provided by the present invention.
[0020] Figure 2 The present invention provides a method for preventing the loss of engineering vehicles by occupying the line, which is shown in the diagram of an engineering vehicle entering the main line through a line entrance.
[0021] Figure 3 The present invention provides a protection method for the loss of engineering vehicle occupancy due to the simultaneous clearing of adjacent axles, resulting in the loss of UT occupancy map.
[0022] Figure 4 This invention provides a protection method for the loss of engineering vehicle occupancy, which is used to prevent train collisions caused by the loss of UT occupancy.
[0023] Figure 5 This invention provides a method for protecting engineering vehicles from axle occupancy loss, including an engineering vehicle axle occupancy loss UT occupancy diagram.
[0024] Figure 6 This is one of the method architecture diagrams of the protection method for the loss of engineering vehicle occupancy provided by the present invention.
[0025] Figure 7 The present invention provides a protection method for the loss of engineering vehicle occupancy due to a reset axle error that causes the loss of the UT occupancy map.
[0026] Figure 8 This is the second method architecture diagram of the protection method for the loss of engineering vehicle occupancy provided by the present invention.
[0027] Figure 9 This is a schematic diagram of the structure of the protective device for engineering vehicle occupation and loss provided by the present invention.
[0028] Figure 10 This is a schematic diagram of the structure of the electronic device provided by the present invention. Detailed Implementation
[0029] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.
[0030] It should be noted that the terms "first," "second," etc., used in this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or device that comprises a series of steps, units, or modules is not necessarily limited to those explicitly listed, but may include other steps, units, or modules not explicitly listed or inherent to such processes, methods, products, or devices.
[0031] Figure 1 This is a flowchart illustrating the protection method for preventing the loss of engineering vehicles provided by the present invention, as shown below. Figure 1 As shown, the method includes steps 110, 120, 130, 140 and 150.
[0032] Step 110: Configure a first timer for each axle counting section on the track.
[0033] Specifically, the execution subject of the method for preventing loss of engineering vehicle occupancy provided in this embodiment of the invention is a protection device for preventing loss of engineering vehicle occupancy. This device can be implemented in software, such as an engineering vehicle occupancy loss prevention program running in a computer; or it can be implemented in hardware, such as a computer or server that executes the method for preventing loss of engineering vehicle occupancy.
[0034] First, let's describe the scenario where a work vehicle loses its UT (Undertaking) occupancy status upon entering the line. Generally, an entry section (axle counting section) is designed in the operating line. This section is designated as the section that UT trains may enter. This section has a characteristic: when the axle counting occupancy status is "occupied," the axle counting section is set as UT occupied. When a work vehicle enters this axle counting section, the axle counting occupancy status becomes "occupied." If the work vehicle is long or has been tested at low speed, the axle counting section will be occupied sequentially, and the UT occupancy can be sequentially propagated down the line. Figure 2 The engineering vehicle occupancy and loss protection method provided by this invention refers to the engineering vehicle entering the main line through the line entrance, as shown in the diagram. Figure 2 As shown, the red section is occupied by UT.
[0035] Figure 3 The present invention provides a method for preventing the loss of occupancy of engineering vehicles, which involves the simultaneous clearing of adjacent axle counters leading to the loss of the UT occupancy map. Figure 3 As shown, when the length of the engineering vehicle is too short or the driver's manual driving speed is too high, the axle occupancy delay may result in "adjacent axles being cleared at the same time" or "train skipping axle occupancy".
[0036] Figure 3 Since the brown section in the middle is empty and the adjacent section is also empty, it will not be sequentially transmitted to the next section. When the axle count status of the middle brown section is occupied, the Automatic Train Protection (ATP) system considers that the occupation of the section is caused by the axle count failure, rather than the axle count occupation caused by the train occupation. Therefore, the axle count section is judged as a always-occupied section, that is, an abnormally occupied section (Alwaysreporting block, ARB) failure occupation. Figure 4 This invention provides a protection method for preventing the loss of UT occupancy, which leads to train collisions. Figure 4 As shown, if a Continuous Train Control (Train Control Level) train is tracking a moving block, the CTC train's movement authorization will cross the ARB-occupied section, failing to identify the hidden engineering vehicle and causing a train collision, thus posing a safety risk.
[0037] Similarly, Figure 5 This invention provides a method for preventing loss of engineering vehicle occupancy, including a diagram showing the UT occupancy of the engineering vehicle axle jump. Figure 5 As shown, if an engineering vehicle "skips the axle" and occupies the section, the section may be mistakenly identified as being occupied by ARB (brown).
[0038] To prevent the loss of UT occupancy and the risk of CBTC train collisions caused by engineering vehicles being too short or traveling too fast, resulting in "adjacent axle counters clearing simultaneously" or "train skipping adjacent axle counter occupancy," this invention provides a protection method for engineering vehicle occupancy loss. This method can solve the problem of the signal system misjudging the axle counter section where the engineering vehicle is located as being occupied by an ARB fault due to the high speed of manual driving and the short length of the engineering vehicle.
[0039] In this embodiment of the invention, the train control system (e.g., area controller ZC or interlocking system CI) first needs to digitally map the track line at the logical level. The track line is divided into several continuous axle counting sections by physical axle counting heads. It should be noted that the axle counting sections include the non-turnout axle counting sections on the track (i.e., ordinary straight or curved track sections) and the turnout axle counting sections (i.e., track sections containing turnout switching equipment).
[0040] Figure 6 This is one of the method architecture diagrams of the protection method for the loss of engineering vehicle occupancy provided by the present invention, such as... Figure 6 As shown, in order to implement the protection function against loss of occupancy of engineering vehicles, a dedicated timer, namely the first timer, is configured in the software logic for each axle counting section, namely the axle counting UT occupancy exit clear timer ArbToUtTimer. These timers are in a "not started" or "reset" state during initialization.
[0041] The first timer acts as a "short-term memory" unit. Its function is to record the historical information that "an engineering vehicle just left this area" when the occupancy status of an axle counting section disappears (changes to cleared). Before the timer finishes counting down, although the physical status of the axle counting section is displayed as "idle," the system's protection logic still retains the spatiotemporal correlation attributes related to the engineering vehicle, providing a temporal basis for subsequently determining whether abnormal occupancy in adjacent sections is due to the movement of that engineering vehicle.
[0042] Step 120: Monitor the axle counting status of the axle counting section.
[0043] Specifically, in this embodiment of the invention, the status information of each axle counting section along the entire track is collected and monitored in real time by communicating with an axle counting device installed beside the track. The axle counting device determines the occupancy status of a section by detecting changes in the number of axle counting heads passing by train wheelsets.
[0044] In this embodiment of the invention, the axle counting status includes cleared status, abnormal occupancy status, and engineering vehicle occupancy status.
[0045] The "cleared" status indicates that no train wheelsets are occupied in the axle counting section and the equipment is working normally; logically, it means that the section is empty and subsequent trains are allowed to enter.
[0046] The UT occupancy status indicates that the axle counting section is determined to be occupied by an engineering vehicle that is not equipped with or has not activated the on-board controller. This status is usually generated by the system based on the logic deduction of the previous moment (e.g., from the UT occupancy of the adjacent section) or by manual confirmation. In this status, although the system detects physical occupancy, it clearly knows that the occupancy originates from the engineering vehicle, not a malfunction.
[0047] Abnormal occupancy status, also known as ARB fault occupancy status or unknown occupancy status, indicates that the axle counting section has reported occupancy, but the system cannot confirm which train (communication train or engineering train) caused the occupancy, or that the occupancy is caused by equipment failure (such as axle counting interference or reset failure).
[0048] Step 130: When the axle counting status of the first axle counting section changes from the engineering vehicle occupied status to the cleared status, start the first timer corresponding to the first axle counting section.
[0049] Specifically, in this embodiment of the invention, when it is detected that the axle counting section is occupied by UT, i.e., the engineering vehicle is occupied, the first timer ArbToUtTimer of the axle counting section is started at the configured value, i.e., the initial value.
[0050] When any axle counting segment is detected to be occupied by UT and cleared, the first timer for that axle counting segment is started, and the first timer ArbToUtTimer decrements periodically from the maximum configured value.
[0051] Step 140: When the axle counting status of the second axle counting section is detected to be in an abnormal occupancy state, search within a preset search range for a axle counting section where the first timer is in a started and not ended state.
[0052] Specifically, the preset search range is determined based on the maximum possible travel distance of the engineering vehicle, i.e., DisMaxUt. The system will calculate the farthest physical distance that the engineering vehicle can reach within the preset time window at the current speed limit.
[0053] If the axle counting section meets the conditions for being determined as an ARB axle counting section, then the DisMaxUt distance is searched forward or backward from the current axle counting section.
[0054] In this embodiment of the invention, when the monitoring system detects that the status of a certain axle counting segment (defined as the "second axle counting segment" for clarity) has changed to an abnormal occupancy state, i.e., ARB, it immediately triggers the search logic. Among all axle counting segments covered by the preset search range, the system checks the status of the first timer configured in each segment one by one to find whether there is a first timer in the axle counting segment (i.e., the "first axle counting segment") that is in a state of "started" and "not finished" (i.e., the count value is greater than 0).
[0055] Step 150: If the first axle counting section is found within the preset search range and the first timer corresponding to the first axle counting section is in the started and not ended state, the axle counting status of the second axle counting section is corrected from the abnormal occupancy state to the engineering vehicle occupancy state.
[0056] Specifically, in this embodiment of the invention, if a first axle counting segment that meets the conditions is found within a preset search range, i.e., the timer ArbToUtTimer is "on" and has not yet stopped, it indicates that there is indeed a segment near the second axle counting segment currently showing "Abnormal Occupation (ARB)" (i.e., within the distance that the construction vehicle might reach), where a construction vehicle has just passed and left. Based on this dual match of "spatial proximity" and "temporal continuity," the system can determine that the reason why the current second axle counting segment is displayed as abnormally occupied is not because the equipment has experienced a random malfunction, but because the construction vehicle that just left the first axle counting segment has entered the current second axle counting segment. Therefore, this axle counting segment, i.e., the current second axle counting segment, is no longer determined to be occupied by an ARB malfunction, i.e., abnormally occupied, but is directly determined to be occupied by a UT, i.e., occupied by a construction vehicle.
[0057] Additionally, if all timers ArbToUtTimer in all axle counting sections within the preset search range are "not enabled" or "timer ended" (count is 0), then that axle counting section will continue to be determined as ARB fault occupied.
[0058] The engineering vehicle occupancy loss protection method provided in this embodiment of the invention configures a first timer that can record the history of status changes for each axle counting section and establishes a dynamic correlation search mechanism based on time and space. When the axle counting status of the engineering vehicle is "adjacent axles cleared at the same time" or "train skips axle counting occupancy" due to the short length or high speed of the vehicle during operation, the method can use the time clue of "the first timer has not ended" to logically correct the section that was mistakenly judged as an equipment failure or abnormal occupancy back to the correct engineering vehicle occupancy status. This effectively maintains the continuity of the engineering vehicle's identity in the signaling system and prevents the engineering vehicle from losing its occupancy status during operation.
[0059] In some embodiments, the method further includes: Configure a second timer for each axle counting section on the track line; When the axle counting status of any axle counting section is detected as abnormally occupied, the second timer corresponding to that axle counting section is started. If any axle counting section and its adjacent axle counting section are both determined to be in an abnormal occupancy state, and the second timer of any axle counting section and its adjacent axle counting section has been started, determine whether the difference between the second timer of any axle counting section and the second timer of its adjacent axle counting section is within a preset range. If the difference between the second timer of any axle counting section and the second timer of the adjacent axle counting section is within a preset range, the axle counting status of the any axle counting section and the adjacent axle counting section will be corrected to the construction vehicle occupancy status.
[0060] Specifically, in order to further improve the protection against loss of engineering vehicle occupancy, especially in the case of manual error in resetting the axle counter, this embodiment of the invention also introduces a protection mechanism based on a "second timer".
[0061] Figure 7 This invention provides a protection method for preventing the loss of engineering vehicle occupancy, specifically addressing the issue of lost UT occupancy diagrams due to a resetting axle counter error. Figure 7 As shown, if an incorrect axle counter number is reset manually during operation, for example, axle counter 1, axle counter 2, and axle counter 3 from left to right, and axle counter 3 malfunctions, and axle counter 1 is mistakenly reset when axle counter 3 is reset, when axle counter 1 is cleared and re-collected as occupied, the ground ATP will consider axle counter 1 to be occupied due to a fault, rather than UT occupancy, thus misjudging the axle counter 1 section as ARB fault occupancy, causing a safety risk.
[0062] Figure 8 This is the second method architecture diagram of the protection method for the loss of engineering vehicle occupancy provided by the present invention, as shown below. Figure 8 As shown, the system configures an independent second timer, namely the ArbExistTimer, for each axle counting section on the track (including axle counting without switches and axle counting with switches). Unlike the first timer, the second timer focuses on the "continuation process and occurrence time of the Abnormal Occupation (ARB) state".
[0063] When a section of the axle counting system is determined to be occupied by ARB (Abnormal Borrower), a second timer for that section is started. After the second timer starts, its count value begins from a preset maximum value and decreases periodically over time, ending when it reaches 0. The value of this timer essentially records the time span during which the section became abnormally occupied relative to the current moment.
[0064] For axle counters where ArbExistTimer is already started, if the axle counters on its left and right sides are also determined to be occupied by ARB faults, and the ArbExistTimer of the axle counters on its left and right sides is also started, then their ArbExistTimer values are compared. If they are within the preset range, then it is considered that the ARB occupancy of two consecutive axle counter segments may be due to the occupancy caused by engineering vehicles, and the two consecutive ARB axle counter segments are directly set to UT occupancy, i.e., engineering vehicle occupancy.
[0065] The protection method for lost occupancy of engineering vehicles provided in this embodiment of the invention configures a second timer for each axle counting section on the track and starts the timer when the axle counting section is detected to be in an abnormal occupancy state. The timer adds a "time of occurrence" to each suspected fault occupancy signal for time dimension marking. By judging whether the difference between the second timers of two adjacent axle counting sections that are both in an abnormal occupancy state is within a preset range, and correcting the state of the relevant axle counting section to the engineering vehicle occupancy state when the timer difference meets the preset range, the safety risk caused by the signal system misjudging the axle counting section occupied by UT as ARB fault occupancy due to manual axle counting error reset can be avoided. This adds protection to the safety of CBTC and FAO systems during operation and improves the safety guarantee for operators driving engineering vehicles.
[0066] In some embodiments, the method further includes: Obtain the maximum possible travel distance of the engineering vehicle; The initial value of the first timer is determined based on the maximum possible running distance.
[0067] Specifically, the count value (i.e., the timing duration) of the first timer is not fixed, but is preset or dynamically calculated based on the operating characteristics of the engineering vehicle and the route design parameters. Its configuration aims to cover the time window of "position reporting delay" or "axle counting gap caused by physical short-distance" that may occur during the operation of the engineering vehicle.
[0068] In this embodiment of the invention, the initial value of the timer is the time value calculated based on the maximum possible running distance DisMaxUt of the engineering vehicle.
[0069] First, determine the maximum possible operating distance of the engineering vehicle. The maximum possible operating distance refers to the maximum distance the engineering vehicle can travel by inertia or manual driving after losing its precise location.
[0070] Then, based on the maximum possible running distance and the preset driving speed of the engineering vehicle (usually a limited manual driving speed), the system calculates the time required for the engineering vehicle to travel that distance.
[0071] Finally, a certain safety redundancy (such as communication processing delay, system cycle delay, etc.) is added to the calculated time to obtain the configuration value of the first timer, that is, the initial value of the first timer.
[0072] The engineering vehicle occupancy loss protection method provided in this invention determines the configuration value of the first timer by the maximum possible running distance of the engineering vehicle, which can accurately construct a "time protection window" that matches the actual physical movement characteristics of the engineering vehicle. On the one hand, it ensures that the timing duration is sufficient to cover the "detection blind spot" generated between adjacent sections due to the short body or communication delay of the engineering vehicle, avoiding protection failure caused by the protection time being too short. On the other hand, it limits the spatiotemporal range of backtracking search, preventing the misjudgment of irrelevant real equipment failures as engineering vehicle failures due to the protection time being extended indefinitely, thereby achieving the best balance between ensuring the safe operation of the engineering vehicle and maintaining the sensitivity of system fault detection.
[0073] In some embodiments, the preset interval range is obtained based on the following steps: Obtain the speed of the engineering vehicle and its maximum operating time; The preset range is determined based on the speed of the engineering vehicle and its maximum operating time.
[0074] Specifically, the preset interval range is actually a time threshold used to determine whether two adjacent faults (ARBs) conform to the movement pattern of the engineering vehicle in terms of time. If the time interval between the occurrence of the two faults conforms to the logic of vehicle speed and operation time, it is considered a vehicle fault; otherwise, it is a genuine fault. The preset interval range is not a fixed universal value, but is dynamically calculated based on the physical properties of the current route and the operating characteristics of the engineering vehicle.
[0075] In this embodiment of the invention, the preset range is calculated based on parameters such as axle occupancy, engineering vehicle speed, and longest working time.
[0076] The system first obtains the length of the axle-counting section involved in the decision-making process. Since the lengths of axle-counting sections on the track vary (e.g., platform sections are shorter, while intermediate sections are longer), the length directly determines the basic time required for the train to pass through that area. Simultaneously, the system obtains the speed of the engineering vehicle. This speed is typically referenced from the limited driving speed of the engineering vehicle after the onboard controller is disconnected, or the average speed of the engineering vehicle in a specific operating mode. Furthermore, the system also needs to obtain the maximum operating time of the engineering vehicle. Considering that engineering vehicles differ from regular trains, their operation on the track may not be continuous, but may include stops for work (such as track inspection, tunnel cleaning, etc.). Therefore, a time margin must be introduced to allow the engineering vehicle to remain and work within the current axle-counting section for a period of time without causing subsequent logical decision-making timeouts. Based on axle occupancy, engineering vehicle speed, maximum operating time, and other parameters, the system calculates the preset interval range.
[0077] The protection method for lost occupancy of engineering vehicles provided in this embodiment of the invention constructs an adaptive time "filter" by determining a preset range based on parameters such as axle occupancy, engineering vehicle speed, and longest working time. When abnormal occupancy (ARB) occurs successively in the current axle counting section and the adjacent axle counting section, and the difference in the start time of the two second timers falls within this range, it indicates that the order and time interval of these two occupancy events conform to the physical movement law of engineering vehicle "driving + working". Based on this, it can be determined that this is a continuous engineering vehicle movement event rather than a random equipment failure, thereby correcting the state to the engineering vehicle occupancy state and avoiding false alarms and protection failures of the signal system.
[0078] In some embodiments, the preset search range is determined based on the location of the second axle counting section and the maximum possible running distance.
[0079] Specifically, the preset search range is determined based on the position of the second axle counting section and the maximum possible running distance; that is, the current second axle counting section is used as the search starting point, i.e., the reference point, to perform forward and backward searches.
[0080] In this embodiment of the invention, the system first locates the second axle counting segment in an electronic map or line topology, using it as the geometric center or starting anchor point for the search. All search actions extend outward from the logical ports (uplink and downlink ports) of this segment. Since signal systems typically use the "axle counting segment" as the smallest management unit, the system converts the physical DisMaxUt into a logical "segment sequence." Starting from the second axle counting segment, the system accumulates the lengths of adjacent axle counting segments along the line trajectory. As long as the sum of the accumulated lengths is less than or equal to DisMaxUt, the adjacent axle counting segment is included in the "preset search range." Once the accumulated length exceeds DisMaxUt, the search terminates in that direction.
[0081] The protection method for engineering vehicle occupancy loss provided in this embodiment of the invention determines the search range by using the current second axle counting section as a reference point and combining it with the maximum possible running distance of the engineering vehicle. It effectively filters out interference from irrelevant equipment failures outside the search range by utilizing physical driving limits, ensuring that the search is carried out within the possible driving trajectory of the vehicle and improving search efficiency.
[0082] In some embodiments, searching within a preset search range for the existence of a counting segment where the first timer is in a started and not yet finished state includes: When a turnout section is encountered in the search path, the status of the turnout section is obtained; If the turnout section is locked, the search continues along the current locking direction of the turnout section; If the turnout section is in an unlocked state, then the search is performed along all open directions of the turnout section.
[0083] Specifically, the system starts from the second axle counting section (i.e., the currently abnormally occupied section) based on the line topology and performs a segment-by-segment search in the possible directions of train origin or destination. When the search path extends to a turnout axle counting section, due to the branching characteristics of the turnout, there are multiple possibilities for the actual running path of the engineering vehicle. Therefore, the system needs to execute a differentiated search strategy based on the real-time turnout status data provided by the interlocking subsystem.
[0084] The system first queries the current locking and display status of the turnout section. The turnout status usually includes "locked" status (which usually means that the turnout is included in a certain route and its position is mechanically or electrically locked) and "unlocked" status (such as position uncertain status, four-way open status, etc.).
[0085] If the system determines that the turnout section is locked, meaning that the turnout's opening direction is definite, unique, and guaranteed by a safety mechanism, the engineering vehicle can only travel along the currently locked opening direction (positioned or reversed) of the turnout. Therefore, the search extends in a fixed direction based on the turnout's opening direction.
[0086] If the system determines that the turnout section is in an unlocked state or in a positional uncertainty state (e.g., a "four-way open" state, meaning the turnout switch rail is neither in a tight-fitting position nor in a tight-fitting reverse position), then the system logic cannot determine whether the engineering vehicle has actually passed through the positioning or reverse position. The system must assume that the engineering vehicle may appear in any branch direction of the turnout connection. Therefore, the system will search all directions of the turnout.
[0087] The engineering vehicle occupancy loss protection method provided in this embodiment of the invention, by implementing differentiated search strategies for the states of different turnout sections, not only eliminates physically impossible paths, reduces the ineffective consumption of system computing resources, and improves the accuracy of judgment, but also ensures that the potential sources of engineering vehicles can be accurately covered even in extreme conditions such as turnout failure or unlocking through an exhaustive search strategy.
[0088] The apparatus provided in the embodiments of the present invention will be described below. The apparatus described below can be referred to in correspondence with the method described above.
[0089] Figure 9 This is a schematic diagram of the structure of the protective device for the occupation and loss of engineering vehicles provided by the present invention, as shown below. Figure 9 As shown, the device includes a configuration module 910, a monitoring module 920, a trigger module 930, a search module 940, and a correction module 950 connected in sequence.
[0090] Configuration module 910 is used to configure a first timer for each axle counting section on the track line; Monitoring module 920 is used to monitor the axle counting status of the axle counting section; Trigger module 930 is used to start the first timer corresponding to the first axle counting section when the axle counting status of the first axle counting section changes from the engineering vehicle occupied state to the cleared state. The search module 940 is used to search within a preset search range for a counting section where the counting status of the second counting section is abnormally occupied when the counting status of the second counting section is detected to be abnormally occupied. The correction module 950 is used to correct the axle counting status of the second axle counting section from an abnormal occupancy status to an engineering vehicle occupancy status if the first axle counting section is found within the preset search range and the first timer corresponding to the first axle counting section is in an started and not ended state.
[0091] The protection method and device for preventing the loss of engineering vehicle occupancy provided in this invention configures a first timer that can record the history of status changes for each axle counting section and establishes a dynamic correlation search mechanism based on time and space. When the axle counting status of the engineering vehicle is "adjacent axles cleared at the same time" or "train skips axle counting occupancy" due to the short length or high speed of the vehicle during operation, the system can use the time clue of "the first timer has not ended" to logically correct the section that was mistakenly judged as an equipment failure or abnormal occupancy back to the correct engineering vehicle occupancy status. This effectively maintains the continuity of the engineering vehicle's identity in the signaling system and prevents the engineering vehicle from losing its occupancy status during operation.
[0092] Figure 10 This is a schematic diagram of the structure of the electronic device provided by the present invention, such as... Figure 10 As shown, the electronic device may include: a processor 101, a communications interface 102, a memory 103, and a communications bus 104, wherein the processor 101, the communications interface 102, and the memory 103 communicate with each other via the communications bus 104. The processor 101 can call logical commands stored in the memory 103 to execute the methods described in the above embodiments, for example: A first timer is configured for each axle counting section on the track; the axle counting status of the axle counting section is monitored; when the axle counting status of the first axle counting section changes from an engineering vehicle occupied state to a cleared state, the first timer corresponding to the first axle counting section is started; when the axle counting status of the second axle counting section is detected to be in an abnormal occupied state, a search is conducted within a preset search range to determine if there is an axle counting section where the first timer is started and not yet stopped; if the first axle counting section is found within the preset search range and the first timer corresponding to the first axle counting section is started and not yet stopped, the axle counting status of the second axle counting section is corrected from an abnormal occupied state to an engineering vehicle occupied state.
[0093] Furthermore, the logical instructions in the aforementioned memory can be implemented as software functional units and sold or used as independent products, and can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.
[0094] The processor in the electronic device provided in this embodiment of the invention can call logical instructions in the memory to implement the above method. Its specific implementation method is the same as the aforementioned method implementation method and can achieve the same beneficial effects, which will not be repeated here.
[0095] This invention also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, is implemented to perform the methods provided in the above embodiments.
[0096] The specific implementation method is the same as the aforementioned method implementation method and can achieve the same beneficial effects, so it will not be repeated here.
[0097] This invention provides a computer program product, including a computer program that, when executed by a processor, implements the method described above.
[0098] The system embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.
[0099] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.
[0100] 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 of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.
Claims
1. A method for protecting against the loss of engineering vehicles due to occupation, characterized in that, include: Configure a first timer for each axle counting section on the track line; Monitor the axle counting status of the axle counting section; When the axle counting status of the first axle counting section changes from the engineering vehicle occupied state to the cleared state, the first timer corresponding to the first axle counting section is started; When the axle counting state of the second axle counting section is detected to be in an abnormal occupancy state, search within a preset search range for axle counting section where the first timer is in a started and not ended state. If the first axle counting section is found within the preset search range and the first timer corresponding to the first axle counting section is in a started and not ended state, the axle counting status of the second axle counting section is corrected from an abnormal occupancy state to an engineering vehicle occupancy state.
2. The method for protecting against the loss of engineering vehicles as described in claim 1, characterized in that, The method further includes: Configure a second timer for each axle counting section on the track line; When the axle counting status of any axle counting section is detected as abnormally occupied, the second timer corresponding to that axle counting section is started. If any axle counting section and its adjacent axle counting section are both determined to be in an abnormal occupancy state, and the second timer of any axle counting section and its adjacent axle counting section has been started, determine whether the difference between the second timer of any axle counting section and the second timer of its adjacent axle counting section is within a preset range. If the difference between the second timer of any axle counting section and the second timer of the adjacent axle counting section is within a preset range, the axle counting status of the any axle counting section and the adjacent axle counting section will be corrected to the construction vehicle occupancy status.
3. The method for protecting against the loss of engineering vehicles as described in claim 1, characterized in that, The method further includes: Obtain the maximum possible travel distance of the engineering vehicle; The initial value of the first timer is determined based on the maximum possible running distance.
4. The method for protecting against the loss of engineering vehicles according to claim 2, characterized in that, The preset interval range is obtained based on the following steps: Obtain the speed of the engineering vehicle and its maximum operating time; The preset range is determined based on the speed of the engineering vehicle and its maximum operating time.
5. The method for protecting against the loss of engineering vehicles according to claim 3, characterized in that, The preset search range is determined based on the location of the second axle counting section and the maximum possible running distance.
6. The method for protecting against the loss of engineering vehicles as described in claim 1, characterized in that, The step of searching within a preset search range for a counting segment where the first timer is in a started and not yet finished state includes: When a turnout section is encountered in the search path, the status of the turnout section is obtained; If the turnout section is locked, the search continues along the current locking direction of the turnout section; If the turnout section is in an unlocked state, then the search is performed along all open directions of the turnout section.
7. A protective device for preventing the loss of engineering vehicles, characterized in that, include: The configuration module is used to configure the first timer for each axle counting section on the track line; The monitoring module is used to monitor the axle counting status of the axle counting section; The triggering module is used to start the first timer corresponding to the first axle counting section when the axle counting status of the first axle counting section changes from the engineering vehicle occupied state to the cleared state. The search module is used to search within a preset search range for a counting section where the counting status of the second counting section is abnormally occupied when the counting status of the second counting section is detected to be abnormally occupied. The correction module is used to correct the axle counting status of the second axle counting section from an abnormal occupancy status to an engineering vehicle occupancy status if the first axle counting section is found within the preset search range and the first timer corresponding to the first axle counting section is in an started and not ended state.
8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the computer program, it implements the protection method for loss of engineering vehicle occupancy as described in any one of claims 1 to 6.
9. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the protection method for the loss of engineering vehicle occupancy as described in any one of claims 1 to 6.
10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the protection method for the loss of engineering vehicle occupancy as described in any one of claims 1 to 6.