A method for optimizing adjustment of a turnout section axle counting arrangement

Abstract

This invention discloses an optimization and adjustment method for axle counting layout in turnout sections, comprising: Step S1, defining the optimization objective for axle counting layout in crossover sections; Step S2, removing axle counting points in the middle of the crossover, merging independent turnout sections of traditional turnouts, retaining only the boundary axle counting points at the intersection of the crossover and the main line, and merging the original crossover segmented axle counting sections into a unified turnout section including both up and down traffic; Step S3, configuring ZC (Zero Control Center) logic for occupancy judgment and route control of the merged turnout section based on train communication, turnout locking, and axle counting occupancy status; Step S4, setting anomaly handling rules, and formulating priority control logic and fault response strategies for abnormal situations. This invention, without compromising safety standards, achieves a triple improvement in cost, efficiency, and safety through axle counting simplification and logic optimization, providing a more economical and efficient solution for axle counting layout in CBTC (Cross-Border Timing and Bus Control) systems.

Description

Technical Field

[0001] This invention belongs to the field of urban rail transit technology, specifically a method for optimizing and adjusting the axle layout of turnout sections. Background Technology

[0002] Currently, the axle counting layout of turnout sections on the main line of the subway (including single crossovers, double crossovers, etc.) is based on the traditional interlocking logic design. It is necessary to set boundary axles at both ends of the crossover and intermediate axles in the middle of the crossover to realize independent occupancy detection and hierarchical control of the turnout section.

[0003] like Figure 2 As shown, the traditional layout of a single crossover includes: a boundary axle GD01 (separating it from the upper main line) is set at the north end of the crossover, a boundary axle GD02 (separating it from the lower main line) is set at the south end, and an intermediate axle A09 is set in the middle, dividing the crossover into a northern section containing turnout P01 and a southern section containing turnout P02.

[0004] like Figure 3 As shown, the traditional layout of the double crossroads includes: setting boundary axles GD01-03 at the north end of the crossroads (to separate it from the upper main line); setting boundary axles GD02-04 at the south end (to separate it from the lower main line); and setting intermediate axles A10 and A12 in the middle, dividing the two oblique crossroads into independent sections.

[0005] The core logic of the traditional layout is to achieve a one-to-one correspondence between switches and sections through segmented axle counting, ensuring that switches only operate when the corresponding section is idle and limiting the impact of single-point axle counting failures. However, in CBTC (Communication-Based Train Control) mode, based on highly reliable vehicle-to-ground communication, precise train positioning, and real-time feedback of switch status, the traditional segmented axle counting layout suffers from a large number of axle counting devices and high maintenance costs, and does not fully utilize the CBTC system's area controller (ZC) capability to directly determine train position.

[0006] Therefore, to address the above issues, an optimized adjustment method for the axle arrangement in turnout sections is provided. Summary of the Invention

[0007] To address the aforementioned problems in the existing technology, this invention provides an optimized adjustment method for the axle counting layout of turnout sections. Without compromising safety standards, it achieves a triple improvement in cost, efficiency, and safety through axle counting simplification and logic optimization, providing a more economical and efficient solution for the axle counting layout of turnout sections in CBTC systems.

[0008] The technical solution to achieve the above objectives is: An optimization adjustment method for the axle arrangement in a turnout section includes: Step S1, Determine the optimization objective: Clarify the optimization objective for the axle arrangement of the crossover section; Step S2, Axle counting point simplification and section merging: Remove the axle counting points in the middle of the crossover, merge the independent turnout sections of the traditional turnout, retain only the boundary axle counting points at the intersection of the crossover and the main line, and merge the original crossover segmented axle counting sections into a whole turnout section that includes both up and down lines; Step S3, Control Logic Configuration: Based on train communication, turnout locking and axle occupancy status, configure ZC to determine the occupancy of the merged turnout section and control the route. Step S4, Exception handling rule setting: Set exception handling rules, and formulate priority control logic and fault response strategies for exception situations.

[0009] Preferably, in step S1, the optimization objective is to remove the axis counting point in the middle of the crossover.

[0010] Preferably, in step S2, the boundary axis counting points include: For a single crossover: the axle counting section at the intersection of the northern end of the crossover and the upper main line, and the axle counting section at the intersection of the southern end of the crossover and the lower main line; For double crossovers: the axle counting section at the northern end of the up line crossover, the axle counting section at the southern end of the down line crossover, and the corresponding auxiliary axle counting points associated with the main line.

[0011] Preferably, in step S2, the specific method for merging the entire turnout section, including both up and down traffic, is as follows: The original crossroads, divided into the northern and southern turnout sections by the central axle counting point, will be integrated into a unified section enclosed by the main line boundary axle counting point, with the occupancy status monitored uniformly by the ZC (Zero Center).

[0012] Preferably, in step S3, the control logic configuration includes priority control based on the train communication status: When train communication is normal, ZC only relies on the VOBC position report and turnout locking status, and does not rely on the axle counting status. When train communication is abnormal, ZC combines the boundary axle occupancy status, turnout locking status, and active transponder authorization to control the route and movement of non-communication trains.

[0013] Preferably, in step S3, when train communication is normal, ZC performs the following operations: The system receives train position reports from VOBC in real time and combines them with the turnout locking status fed back by the turnout control module to determine whether the train is within the overall turnout section. If the train does not occupy the entire turnout section, ZC issues a movement authorization to the train, allowing it to pass through the crossover or the main line; If a train is already in use, ZC will restrict the entry of subsequent trains by controlling the entry of trains with specific IDs to avoid collisions.

[0014] Preferably, in step S3, the determination conditions for the active transponder to send a mobility authorization include: The source of occupation for the entire turnout section has been identified; Non-communication trains stop in front of the signal and are confirmed by the boundary axle counter not to have crossed the line; The requested route does not conflict with the currently occupied route, and the turnout is locked in the required position for the route; The section of the route ahead that is not a crossroads has been confirmed to be clear by axle counting, and there are no other conflicting routes.

[0015] Preferably, in step S4, the exception handling rules include the following priority control logic, sorted from high to low: Axle counting is disrupted while communication is normal: ZC ignores axle counting status and relies only on train position reports; Axle counting normal + communication normal: ZC depends on train position and turnout status, not on axle counting; Axle counting normal + communication abnormal: ZC depends on axle counting occupancy status and active transponder authorization; Axle counting disruption + communication anomaly: Degrade to manual mode and block relevant routes.

[0016] Preferably, in step S4, the fault response strategy includes: If the train position report times out, the communication train will be downgraded to a non-communication train. If the turnout locking status feedback is abnormal, the turnout section is determined to be occupied, and all route requests are rejected. If ZC loses communication with the active transponder, all routes in the turnout section will be blocked and downgraded to manual confirmation. If both up and down traffic are detected to be occupied within the merged section, the route will be blocked and the actual position of the train will be manually confirmed.

[0017] Compared with the prior art, the beneficial effects of the present invention are: This invention eliminates the intermediate axle counter point in the middle of the crossover line, retaining only the axle counter point at the main line boundary, directly reducing equipment procurement costs. Simultaneously, the reduced number of axle counters significantly decreases the workload of daily inspections, troubleshooting, calibration, and other maintenance tasks, reducing manpower and time investment in operations and maintenance. The elimination of the intermediate axle counter also reduces the risk of axle counter line breakage, read / write head misalignment, and other malfunctions, lowering the frequency of emergency repairs and operational disruptions. When train communication is normal, the present invention allows ZC to control trains based on VOBC real-time position reports and turnout status, without waiting for the axle counting section clearing signal, resulting in more compact train intervals and improved track throughput. In the dual-crossover scenario of this invention, after the intermediate axle counter is eliminated, the two crossovers are integrated into a single section. ZC can directly control the up and down trains to turn back simultaneously based on the train's position, without waiting for the axle counter section to unlock, thus shortening the turnaround operation time. By sending movement authorization to non-communication trains through active transponders and confirming the train's position in conjunction with the boundary axle counter, non-communication trains are allowed to pass through the crossover in the order of their routes, under the premise of ensuring safety, thus avoiding the impact on operations caused by the traditional "axle counter failure means closure". Attached Figure Description

[0018] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used in conjunction with embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings: Figure 1 This is a flowchart of an optimization adjustment method for the axle arrangement of a turnout section according to the present invention; Figure 2 This is a schematic diagram of the axle counting layout in a traditional single crossover turnout area; Figure 3 This is a schematic diagram of the axle counting layout in a traditional double-crossover turnout area; Figure 4 This is a schematic diagram of the mainline parallel route under a single crossover line in an embodiment of the present invention, with the up and down communication trains running on their respective mainlines. Figure 5 This is a schematic diagram of the operation of the up and down communication trains on the main line turnaround route under the single crossroads in this embodiment of the invention; Figure 6 This is a schematic diagram of a non-communication train running in a straight line without turning back under a single crossover line in this embodiment of the invention, and each train runs on its own main line. Figure 7 This is a schematic diagram of the operation of a non-communication train running in a straight line without turning back, with more than one train running in each direction, according to an embodiment of the present invention. Detailed Implementation

[0019] 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 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 are within the scope of protection of the present invention.

[0020] like Figure 1 As shown, an optimization adjustment method for the axle arrangement of a turnout section includes: Step S1, Determine the optimization objective: Clarify the optimization objective for the axle arrangement of the crossover section.

[0021] In this embodiment, the optimization objective is to merge the original segmented turnout sections into a single overall section containing both up and down traffic by removing the axle counting points in the middle of the crossover, i.e., canceling the intermediate axle counting points in the middle of the crossover and retaining only the boundary axle counting points at the intersection of the main line and the crossover.

[0022] The signal system environment in which this invention is applied includes the following core components: Axle counting equipment: detects the occupancy status of track sections, and after optimization, only 4 axle counting points at the main line boundary are retained (e.g., Figure 2 , 3 As shown, single-crossing lines GD01 and GD02, and double-crossing lines GD01-03 and GD02-04, etc. Zone Controller (ZC): The core control unit of CBTC, which receives train position reports, issues movement authorizations, and replaces the intermediate axle counter to perform section occupancy judgment and route control; Turnout control module (existing module): Feeds back the turnout switching and locking status, which is used by ZC to determine the train running path; Active transponder: Sends movement authorization / speed code to non-communication trains for section clearance confirmation in non-communication train scenarios; Vehicle Controller (VOBC): Enables train positioning, location reporting, and movement authorization execution; provides precise location in communication train scenarios to replace axle counting detection. Interlocking system: controls turnouts / signals, arranges routes, and provides turnout status and route information to the control center (ZC); Among them, VOBC and ZC communicate via vehicle-to-ground wireless communication, ZC communicates with the interlocking system via a safety bus, ZC is connected to the active transponder via control commands, and the interlocking system is connected to the turnout control module via control cables.

[0023] Step S2, Axle counting point simplification and section merging: Remove the axle counting points in the middle of the crossover, merge the independent turnout sections of the traditional turnout, retain only the boundary axle counting points at the intersection of the crossover and the main line, and merge the original crossover segmented axle counting sections into a whole turnout section that includes both up and down lines.

[0024] In this embodiment, the boundary axis counting points include: For a single crossover: the axle counting section (GD01) where the northern end of the crossover intersects with the upper main line, and the axle counting section (GD02) where the southern end of the crossover intersects with the lower main line; For the double crossover: the axle counting section at the north end of the up line crossover (GD01-03), the axle counting section at the south end of the down line crossover (GD02-04), and the corresponding auxiliary axle counting points (A03, A08) associated with the main line.

[0025] In this embodiment, the specific method for merging the entire turnout section, including both up and down traffic, is as follows: The original crossroads, divided into the northern and southern turnout sections by the central axle counting point, will be integrated into a unified section enclosed by the main line boundary axle counting point, with the occupancy status monitored uniformly by the ZC (Zero Center).

[0026] Step S3, Control Logic Configuration: Based on train communication, turnout locking and axle occupancy status, configure ZC to determine the occupancy of the merged turnout section and control the route.

[0027] In this embodiment, the control logic configuration includes priority control based on train communication status: When train communication is normal, ZC only relies on the VOBC position report and turnout locking status, and does not rely on the axle counting status. When train communication is abnormal, ZC combines the boundary axle occupancy status, turnout locking status, and active transponder authorization to control the route and movement of non-communication trains.

[0028] In this embodiment, when train communication is normal, ZC performs the following operations: The system receives train position reports from VOBC in real time and combines them with the turnout locking status fed back by the turnout control module to determine whether the train is within the overall turnout section. If the train does not occupy the entire turnout section, ZC issues a movement authorization to the train, allowing it to pass through the crossover or the main line; If a train is already in use, ZC controls the entry of trains with specific IDs, restricting the entry of subsequent trains to avoid collisions.

[0029] In this embodiment, the criteria for determining whether an active transponder sends a mobility grant include: The source of occupation for the entire turnout section has been identified; Non-communication trains stop in front of the signal and are confirmed by the boundary axle counter not to have crossed the line; The requested route does not conflict with the currently occupied route, and the turnout is locked in the required position for the route; The section of the route ahead that is not a crossroads has been confirmed to be clear by axle counting, and there are no other conflicting routes.

[0030] Step S4, Exception handling rule setting: Set exception handling rules, and formulate priority control logic and fault response strategies for exception situations.

[0031] In this embodiment, the exception handling rules include the following priority control logic, sorted from high to low: Axle counting is disrupted while communication is normal: ZC ignores axle counting status and relies only on train position reports; Axle counting normal + communication normal: ZC depends on train position and turnout status, not on axle counting; Axle counting normal + communication abnormal: ZC depends on axle counting occupancy status and active transponder authorization; Axle counting disruption + communication anomaly: Degrade to manual mode and block relevant routes.

[0032] This invention prioritizes "normal communication > normal axle counting > abnormal communication > axle counting interference" to ensure that highly reliable CBTC signals take precedence over traditional axle counting signals, thereby reducing the impact of axle counting equipment failures on the system.

[0033] In this embodiment, the fault response strategy includes: If the train position report times out, the communication train will be downgraded to a non-communication train. If the turnout locking status feedback is abnormal, the turnout section is determined to be occupied, and all route requests are rejected. If ZC loses communication with the active transponder, all routes in the turnout section will be blocked and downgraded to manual confirmation. If both up and down traffic are detected to be occupied within the merged section, the route will be blocked and the actual position of the train will be manually confirmed.

[0034] This invention provides clear safety protection measures (such as route closure, downgraded manual operation, and section occupancy determination) for various abnormal situations (axle counting interference, communication interruption, turnout failure, etc.) to ensure system guidance safety under any fault state. By directly controlling the train position, turnout status, and axle counting occupancy through ZC, it breaks the traditional one-to-one correspondence between "axle counting-section-turnout", avoids the impact of a single-point axle counting failure on the whole system, and improves system redundancy.

[0035] The optimization method of this invention only requires adjusting the ZC control logic, without adding new axle counting equipment, switches, or signals, and the existing CBTC system architecture does not need to be significantly modified. During the transformation process, the logic can be switched during off-peak hours first to verify stability before full implementation, avoiding the need for full-line shutdown for construction and reducing the impact on operations. It is also applicable to a variety of scenarios: the solution covers various crossover types such as single crossover and double crossover, as well as various operating scenarios such as normal communication, abnormal communication, and axle counting interference, and has wide applicability.

[0036] The following uses a single crossover turnout section as an example to illustrate the implementation process of this invention in detail: 1. Axle Layout Optimization The intermediate axle A09 in the middle of the single crossover is cancelled. Only GD01, which marks the boundary between the northern end of the crossover and the upper main line, and GD02, which marks the boundary between the southern end and the lower main line, are retained. The original northern and southern turnout sections are merged into a single section containing turnouts P01 and P02.

[0037] 2. Normal train communication status scenario When all trains within the control zone are communicating normally (VOBC can report its position to ZC in real time), ZC controls the route based solely on train position and turnout status, without relying on axle counting status: Mainline parallel route: Trains in both directions run on their respective mainlines. The control center (ZC) confirms there are no conflicts based on train positions and directly issues movement authorizations. Figure 4 As shown; Mainline reversal route: Based on the position report of the reversing train and the switch locking status, ZC determines that the crossover section is clear, arranges the reversal route, and authorizes the train to pass. Figure 5 As shown.

[0038] 3. Scenarios where train communication is abnormal 1) The train travels in a straight line (without turning back). ① There is one train in each direction: ZC determines that the trains in each direction are operating independently by checking the switch locking status. This eliminates the need to rely on axle counting, and train operation remains unaffected. Figure 6 As shown.

[0039] ②More than one vehicle in each direction: If an upward train enters the turnout section, ZC confirms the source of occupancy (upward) through the mainline axle counter and detects that a downward non-communication train is stopped before signal S02 (without crossing the line). When a non-communication train requests a route, ZC verifies the following conditions: the turnout is correctly locked, the section ahead is clear, and there is no conflicting route. It then sends a movement authorization (bound to the train ID) to the train via the active transponder at S02, allowing it to pass. Subsequent trains must wait for the preceding train to depart and for the route to be released before they can obtain a new authorization. Figure 7 As shown, when a train enters the turnout section on the up track, the entire up and down turnout sections will be considered occupied. As long as it is ensured that the occupancy is caused by the train on the up track (i.e., non-communication train 1 is still in front of signal S02), and the route section requested by non-communication train 1 on the down track is occupied only in this turnout section and the other sections are empty, then as long as non-communication train 1 in the down section is still stopped in front of the signal, ZC can inform non-communication train 1 through the active transponder of S02 that it can obtain route authorization to continue, while non-communication train 2 cannot obtain route authorization, ensuring the safety of the train. Only after the preceding train has arrived at the station and left the station is the subsequent train (non-communication train 2) allowed to pass through the signal.

[0040] 2) Train turnaround ③ There is one car in each direction: ZC controls the turnaround route based on the turnout status and train position, without relying on axle counting.

[0041] ④ Multiple trains in both directions: The control logic for parallel routes is the same as ②; For reverse turnout routes, it is necessary to confirm that the turnout section is clear, which is consistent with the requirements of traditional routes.

[0042] Finally, it should be noted that the above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for optimizing and adjusting the axle arrangement in a turnout section, characterized in that, include: Step S1, Determine the optimization objective: Clarify the optimization objective for the axle arrangement of the crossover section; Step S2, Axle counting point simplification and section merging: Remove the axle counting points in the middle of the crossover, merge the independent turnout sections of the traditional turnout, retain only the boundary axle counting points at the intersection of the crossover and the main line, and merge the original crossover segmented axle counting sections into a whole turnout section including both up and down lines; Step S3, Control Logic Configuration: Based on train communication, turnout locking and axle occupancy status, configure ZC to determine the occupancy of the merged turnout section and control the route. Step S4, Exception handling rule setting: Set exception handling rules, and formulate priority control logic and fault response strategies for exception situations.

2. The method for optimizing and adjusting the axle arrangement of a turnout section according to claim 1, characterized in that, In step S1, the optimization objective is to remove the axis counting point in the middle of the crossover.

3. The method for optimizing and adjusting the axle arrangement of a turnout section according to claim 1, characterized in that, In step S2, the boundary axis counting points include: For a single crossover: the axle counting section at the intersection of the northern end of the crossover and the upper main line, and the axle counting section at the intersection of the southern end of the crossover and the lower main line; For double crossovers: the axle counting section at the northern end of the up line crossover, the axle counting section at the southern end of the down line crossover, and the corresponding auxiliary axle counting points associated with the main line.

4. The method for optimizing and adjusting the axle arrangement of a turnout section according to claim 1, characterized in that, In step S2, the specific method for merging the entire turnout section, including both up and down traffic, is as follows: The original crossroads, divided into the northern and southern turnout sections by the central axle counting point, will be integrated into a unified section enclosed by the main line boundary axle counting point, with the occupancy status monitored uniformly by the ZC (Zero Center).

5. The method for optimizing and adjusting the axle arrangement of a turnout section according to claim 1, characterized in that, In step S3, the control logic configuration includes priority control based on train communication status: When train communication is normal, ZC only relies on the VOBC position report and turnout locking status, and does not rely on the axle counting status. When train communication is abnormal, ZC combines the boundary axle occupancy status, turnout locking status, and active transponder authorization to control the route and movement of non-communication trains.

6. The method for optimizing and adjusting the axle arrangement of a turnout section according to claim 5, characterized in that, In step S3, when train communication is normal, ZC performs the following operations: The system receives train position reports from VOBC in real time and combines them with the turnout locking status fed back by the turnout control module to determine whether the train is within the overall turnout section. If the train does not occupy the entire turnout section, ZC issues a movement authorization to the train, allowing it to pass through the crossover or the main line; If a train is already in use, ZC controls the entry of trains with specific IDs, restricting the entry of subsequent trains to avoid collisions.

7. The method for optimizing and adjusting the axle arrangement of a turnout section according to claim 6, characterized in that, In step S3, the determination conditions for the active transponder to send a mobility grant include: The source of occupation for the entire turnout section has been identified; Non-communication trains stop in front of the signal and are confirmed by the boundary axle counter not to have crossed the line; The requested route does not conflict with the currently occupied route, and the turnout is locked in the required position for the route; The section of the route ahead that is not a crossroads has been confirmed to be clear by axle counting, and there are no other conflicting routes.

8. The method for optimizing and adjusting the axle arrangement of a turnout section according to claim 1, characterized in that, In step S4, the exception handling rules include the following priority control logic, sorted from high to low: Axle counting is disrupted while communication is normal: ZC ignores axle counting status and relies only on train position reports; Axle counting normal + communication normal: ZC depends on train position and turnout status, not on axle counting; Axle counting normal + communication abnormal: ZC depends on axle counting occupancy status and active transponder authorization; Axle counting disruption + communication anomaly: Degrade to manual mode and block relevant routes.

9. The method for optimizing and adjusting the axle arrangement of a turnout section according to claim 8, characterized in that, In step S4, the fault response strategy includes: If the train position report times out, the communication train will be downgraded to a non-communication train. If the turnout locking status feedback is abnormal, the turnout section is determined to be occupied, and all route requests are rejected. If ZC loses communication with the active transponder, all routes in the turnout section will be blocked and downgraded to manual confirmation. If both up and down traffic are detected to be occupied within the merged section, the route will be blocked and the actual position of the train will be manually confirmed.

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