CN117698803A - Method, equipment and medium for detecting vehicle crossing of boundary of protection zone of TACS (traffic control system) - Google Patents

Abstract

The invention relates to a method, equipment and medium for detecting vehicle crossing of a protection zone boundary of a TACS system, wherein the method comprises the following steps: step S1: the method comprises the steps that an axle counting device AxC is deployed at the boundary position of a protection area and a monitoring area, and a pair of beacons and a signal machine are deployed at the two ends of the axle counting area in a matched mode; step S2: applying road resources to a trackside resource controller WRC when the distance from the axle counting equipment AxC is set by the train in the manual driving mode; step S3: after the train acquires road resources, the train-mounted train controller CC or the trackside train controller WTC calculates authorized crossing and sends axle counting alarm suppression information to the trackside resource controller WRC; step S4: the trackside resource controller WRC determines whether to send an alert to the train automatic monitoring system ATS and whether to limit any resources in the train application metering area. Compared with the prior art, the invention has the advantages of high system safety, high operation efficiency, good stability, low complexity, low maintenance cost and the like.

Description

Method, equipment and medium for detecting vehicle crossing of boundary of protection zone of TACS (traffic control system)

Technical Field

The invention relates to the field of rail transit signal control, in particular to a method, equipment and medium for detecting the crossing of a boundary vehicle in a protection zone of a TACS system.

Background

In a traditional CBTC signal system, crossing detection is a main train safety protection means, and a main method is to adopt a track circuit or axle counting equipment. Because the CBTC system is a centralized trackside resource management mode, a large number of cables and trackside control equipment are needed for implementation of the two detection methods, so that a data stream transmission link becomes complex, the safety control information updating efficiency is restricted, the system complexity and the maintenance cost are relatively high, the application scene is limited, and the reliability is low.

With the update of technology, the train autonomous operation system TACS (Train Autonomous Circumambulate System) based on train-to-train communication is more widely used, and compared with the traditional CBTC system, the TACS system has the functions of a vehicle-mounted controller, optimizes the architecture design and obviously reduces the complexity of the system.

The original crossing detection method is mostly based on CBTC system equipment, the complexity of the system is high, and the stability is difficult to ensure. At present, the axle counting equipment has less application in a TACS system, and meanwhile, in the TACS system, a real-time detection method for the crossing of a train in a vehicle section and a positive line is lacked, so that the problem of vehicle scheduling under the condition of multiple trains in the TACS system is increasingly remarkable, and the system maintenance cost is high.

How to realize real-time crossing detection of a train entering and exiting a vehicle section in a TACS system becomes a technical problem to be solved.

Disclosure of Invention

The invention aims to overcome the defects in the prior art and provide a method, equipment and medium for detecting the crossing of a vehicle at the boundary of a protection zone of a TACS system.

The aim of the invention can be achieved by the following technical scheme:

according to one aspect of the present invention, there is provided a TACS system protection zone boundary vehicle crossing detection method, the method comprising the steps of:

step S1: the method comprises the steps that an axle counting device AxC is deployed at the boundary position of a protection area and a monitoring area, and a pair of beacons and a signal machine are deployed at the two ends of the axle counting area in a matched mode;

step S2: applying road resources to a trackside resource controller WRC when the distance from the axle counting equipment AxC is set by the train in the manual driving mode;

step S3: after the train acquires road resources, the train-mounted train controller CC or the trackside train controller WTC calculates authorized crossing and sends axle counting alarm suppression information to the trackside resource controller WRC;

step S4: the trackside resource controller WRC determines whether to send an alert to the train automatic monitoring system ATS and whether to limit any resources in the train application metering area.

Preferably, in the step S1, the axle counting device AxC is deployed to ensure that at least one section is located in the protection area, where the axle counting device AxC is composed of at least one pair of counting heads, and the counting heads determine the axle counting area status by counting the number of the wheels of the vehicle that passes through.

More preferably, the axle counting area is an area between a pair of counting heads, the axle counting area states are two, namely an idle state and an occupied state, wherein the idle state indicates that no vehicle passes through the axle counting area at the current moment, and the occupied state indicates that the axle counting area is occupied at the current moment.

More preferably, the spacing of the counting heads should satisfy the following condition:

1) Is larger than the maximum value of every two intervals of wheel sets of all types of vehicles;

2) The network delay is greater than the maximum speed of the train in the vehicle section, wherein the network delay is the sum of the network delays transmitted from the axle counting device AxC to the ECID and the ECID to the trackside resource controller WRC.

Preferably, in the step S2, the road resources include resources of the axle counting device AxC, the switch and the annunciator.

Preferably, in the step S2, when the train applies for road resources to the trackside resource controller WRC when the train is set to a distance from the axle counting device AxC, if the axle counting state is an occupied state in the front axle counting area, the train cannot apply for resources of the axle counting device AxC.

Preferably, the step S3 specifically includes: the train controller CC or the trackside train controller WTC calculates the train positioning and axle counting distance under the worst condition according to the train safety positioning data and axle counting deployment position information, compares the length of an invading train, and sends axle counting alarm suppression information to the trackside resource controller WRC after the turnout information is synthesized.

More preferably, the train safety positioning is updated by a beacon when the train is near the front of the axle counting area, and the worst train positioning and axle counting distance is the distance from the head of the worst train positioned near the axle counting area to the axle counting area, wherein the worst train positioning is positioned at one end far away from the axle counting area in the vehicle safety positioning interval.

More preferably, when the worst case train positioning and axle counting distance is less than the length of the intrusive train, then there is no intrusive train between the train and the axle counting device AxC.

More preferably, the intrusion vehicle length is the minimum of the distances of vehicles from the first pair of wheels to the end of train in all vehicle types.

Preferably, the step S4 specifically includes: the trackside resource controller WRC receives the axle counting alarm suppression information from the vehicle-mounted train controller CC or the trackside train controller WTC and the axle counting state information from the ECID, respectively, and identifies the validity of the axle counting alarm suppression information, and then comprehensively judges whether to send an alarm to the train automatic monitoring system ATS and whether to limit any resources in the axle counting area of the train application.

More preferably, the integrated determination includes considering signal synchronization between the on-board train controller CC or the trackside train controller WTC and the ECID.

More preferably, the comprehensively judging whether the warning is sent to the automatic train monitoring system ATS specifically comprises: if the axle counting state received by the track side resource controller WRC is an occupied state and the vehicle-mounted train controller CC or the track side train controller WTC timely sends axle counting alarm suppression information, no alarm is generated; otherwise, an alert is sent to the train automatic monitoring system ATS and the vehicle is restricted from applying for any resources in the axle counting area.

According to a second aspect of the present invention there is provided an electronic device comprising a memory and a processor, the memory having stored thereon a computer program, the processor implementing the method when executing the program.

According to a third aspect of the present invention, there is provided a computer readable storage medium having stored thereon a computer program which when executed by a processor implements the method.

Compared with the prior art, the invention has the following beneficial effects:

1. the invention uses the vehicle-mounted and track-side equipment in the TACS system, solves the problems of crossing detection and dispatching control of the train when the train passes through the protection zone and the monitoring zone, and improves the running efficiency and stability of the system.

2. The invention can control vehicles entering and exiting the protection area under a complex environment, avoid unauthorized or uncontrolled vehicles on the line, reduce the possibility of risk occurrence and improve the safety performance of the system.

3. The invention can improve the safety and reduce the complexity and maintenance cost of the system.

Drawings

FIG. 1 is a data flow diagram of a central axis in the present invention;

FIG. 2 is a normal driving scenario in the present invention;

FIG. 3 is an abnormal driving scenario-an authorized train with an intruding train in front of the train in the present invention;

FIG. 4 is an abnormal driving scenario-an intrusion train following behind an authorized train in the present invention;

in the drawing, A1 is a first counting head, A2 is a second counting head, A11 is AxC_loc1, A21 is AxC_loc2, S1 is safe_loc1, S1 is safe_loc2, B is a beacon, D is a signal lamp, P is a protection area, S is a monitoring area, Z is a shaft counting area, T is a train, T1 is an authorized train, T2 is an intrusion train, L1 is a train length, L2 is an intrusion train length, and L3 is a train safety area.

Detailed Description

The following description of the embodiments of the present invention will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are some, but not all embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.

The invention relates to a technology for realizing track occupation detection of a TACS system in boundary areas of a protection area P and a monitoring area S. And based on the vehicle-mounted and trackside equipment of the TACS system, the train T entering and exiting the vehicle section is subjected to crossing detection, so that the control of the line vehicle is realized, the running efficiency is improved, and the availability of the system is ensured.

The TACS system includes an axle counting device AxC (Axle Counter), an electronic computer based interlocking drive system ECID (Electronic Computer-based Interlocking Drive system), a Beacon (Beacon) B, a annunciator (Domain Entry Signals) D, a trackside resource controller WRC (Wayside Resource Controller), a trackside train controller WTC (Wayside Train Controller), or an on-board train controller CC (Carborne Controller).

The axle counting device AxC is responsible for the crossing detection of the vehicle, the ECID is responsible for collecting the axle counting state and uploading the axle counting state to the trackside resource controller WRC, the beacon B is used for providing train positioning, and the annunciator D is used for displaying command and dispatch signals of the train. The train controller WTC or the train controller CC is used for controlling the train, wherein the train controller CC is a main controller and has the highest priority, and the train controller WTC is a backup train controller and is used for controlling the train to run when the main controller is abnormal. The trackside resource controller WRC is responsible for receiving the axle counting state sent by the ECID and axle counting inhibition information sent by the vehicle, and making comprehensive judgment on whether to send an alarm to the train automatic monitoring system ATS (Automatic Traffic Supervision) according to the information.

The embodiment relates to a method for detecting vehicle crossing of a protection zone boundary of a TACS system, which comprises the following steps:

step S1, the axle counting device AxC is deployed.

As shown in fig. 2, implementation of this scheme requires deployment of the axle counting device AxC at the boundary position of the protection zone P and the monitoring zone S for train crossing detection. The deployment of the device ensures that at least one segment is located in the protection zone P. The axle counting device AxC is composed of a pair of counting heads (counting heads) or more, such as the first counting head A1 and the first counting head A2 in fig. 2. The area between the pair of counting heads is an axle counting area Z (AxC zone), and the two ends of the axle counting area Z are matched with a pair of beacon B and annunciator D equipment to realize safe positioning and traffic guidance of the manual vehicle.

The counting head judges the occupation condition of the axle counting area Z by counting the number of the wheels of the driven vehicle. The method is characterized in that the method is represented by two states, wherein 0 represents an idle state free, and no vehicle crossing is indicated at the current moment; 1 represents an occupied state, indicating that the axle counting zone Z is occupied.

The distance between the two counting heads when the axle counting device AxC is deployed should satisfy the following two conditions:

1) The maximum value of the wheel pair spacing of all types of vehicles is larger than that of the wheel pair spacing of all types of vehicles, so that the phenomenon that the axle counting occupied state is misjudged due to the fact that two pairs of wheels cross the axle counting area when a train passes through the axle counting area is avoided.

2) The network delay is greater than the maximum speed of the train in the vehicle section, wherein the network delay is the sum of the network delays transmitted from the axle counting device AxC to the ECID and the ECID to the trackside resource controller WRC. The Status information is transmitted from the axle to the ECID, which is transmitted to the trackside resource controller WRC, so network delays must be taken into account to ensure that the axle Status of the train when a crossing occurs is sufficient to be detected and reacted by the trackside resource controller WRC.

And S2, applying for resources.

The manual driving mode train T applies road resources including resources of axle counting equipment AxC, points and annunciators (Domain Entry Signals) to the trackside resource controller WRC when a distance from the axle counting equipment AxC.

If a vehicle passes through the front axle counting device, the axle counting state is occupied, and the axle counting resource cannot be taken by the current train.

And S3, calculating the authorized crossing and sending the axle counting alarm suppression information to the trackside resource controller WRC.

After road resources are acquired, the train-mounted train controller CC or the trackside train controller WTC calculates the worst train positioning and axle counting distance (Distance between Worst Train Position in Vital localization and Crossing detector zone) according to the vehicle safety positioning data and axle counting deployment position information, compares the predefined data intrusion vehicle length (Intruder Length acceptable for Domain Entry) L2, and sends axle counting alarm suppression information to the trackside resource controller WRC after the turnout information is integrated.

The train T updates train positioning data by means of the beacon B in front of the position close to the axle counting position so as to reduce the vehicle safety positioning calculation error.

As shown in fig. 3, the safe positioning area L3 acquired by the train T1 is section data S1, S2, indicating any one of the positions in this area where the train T1 may appear. The false design axle zone Z is [ A11, A21], the End of the train T1 head End1 is the vehicle running direction, end2 is the tail, the length of the train is L1, and the worst train positioning (Worst Train Position in Vital localization) is [ S2-L1, S2], namely the End far away from the axle counting zone Z in the vehicle safety positioning zone; the worst case train-to-axle distance (Distance between Worst Train Position in Vital localization and Crossing detector zone) is then the distance extending from S2-L1 to the axle counting zone Z [ A21, S2-L1], i.e., the distance from the axle counting zone Z to the end of the worst train located near the axle counting head.

If the worst case train positioning and axle counting distance (Distance between Worst Train Position in Vital localization and Crossing detector zone) is less than the intrusion car length (Intruder Length acceptable for Domain Entry) L2, this indicates that there is no intrusion train T2 between the train T1 and the axle counting, the distance is insufficient to accommodate an intrusion train T2.

The intrusion vehicle length (Intruder Length acceptable for Domain Entry) L2 is defined as the minimum distance of the vehicle from the first pair of wheels to the end of train in all vehicle models.

And S4, alarm suppression judgment.

As shown in fig. 1, the track side resource controller WRC receives the axle counting alarm suppression information from the on-board train controller CC or the track side train controller WTC and the axle counting occupied state information (free/buffered) from the ECID, respectively, and after discriminating the validity of the axle counting alarm suppression information, comprehensively determines whether to send an alarm to the train automatic monitoring system ATS and whether to limit the vehicle from applying for any resource in the axle counting area.

Because the trackside resource controller WRC receives signals of two devices and comprehensively judges, the synchronization of signals of multiple devices is needed to be considered so as to ensure the consistency of the axle counting state signals and the axle counting alarm suppression information of the vehicle.

If the track side resource controller WRC receives the axle counting state as the occupied state and the vehicle-mounted train controller CC timely sends the axle counting alarm suppression information, no alarm is generated. Otherwise, an alert is sent to the train automatic monitoring system ATS (Automatic Traffic Supervision) and the vehicle is restricted from applying for any resources in the axle counting area.

The invention is described in detail below with reference to the attached drawings and the specific embodiments:

a scenario of train crossing detection under normal conditions is shown in fig. 2. The train T in the manual driving mode stops before approaching the front annunciator D in the axle counting area Z, and updates the safety positioning of the train when passing through the beacon B, so that the redundancy of positioning data is reduced. At this time, the vehicle-mounted train controller CC acquires the safety positioning data and applies for the turn-on of the traffic signal D. After the traffic signal D is turned on, the train T enters the axle counting area Z, the axle counting occupied state becomes occupied, and when the train T leaves the axle counting area Z, the axle counting state is updated to free, and the train T completes crossing and enters the positive line.

Fig. 3 shows a detection scenario of an intrusion in front of an authorized vehicle when a pass-through occurs.

Firstly, stopping when a train T1 in a manual driving mode is close to the front of a traffic signal D in a shaft counting area Z, updating the safety positioning of the train when the train passes through a beacon B, and applying for the traffic signal D to turn on a lamp; and then the vehicle-mounted train controller CC calculates the distance between the train position and the axle under the worst condition according to the safety positioning data, and compares the acceptable intrusion vehicle length L2.

Intrusion train T2 occurs before authorized train T1: if the judging result is that the length L2 of the acceptable intrusion vehicle is larger than the preset value, and the state that the track side resource controller WRC acquires the axle counting area Z is the detected value, the condition that the unauthorized vehicle enters the axle counting area before the authorized vehicle is indicated, and the track side resource controller WRC sends an alarm to the train automatic monitoring system ATS.

If the length L2 of the intrusion vehicle is smaller than the acceptable intrusion vehicle length L2, judging that the intrusion vehicle T2 is unlikely to exist in front of the vehicle, at the moment, the vehicle-mounted vehicle train controller CC sends an alarm suppression application (Authorization Crossing detector zone Inhibition) to the trackside resource controller WRC, the trackside resource controller WRC compares the axle counting state transmitted by the ECID with alarm suppression information sent by the vehicle-mounted vehicle train controller CC to judge that the alarm is not triggered, and meanwhile, if the state of the axle counting area Z before entering is free, the vehicle T1 can enter the axle counting area without triggering the alarm.

Fig. 4 shows a detection scenario in which an intrusion train follows behind an authorized vehicle when a crossing occurs.

After the train T1 is authorized, an intrusion train T2 follows the train: since the crossing warning is in a suppressed state when the authorized vehicle T1 passes through the axle counting zone Z, there may be a case where the intrusion train T2 follows the authorized train T1 into the axle counting zone Z. However, when the authorized train T1 is driven away from the axle counting area Z and is greater than the length L2 of the intrusion vehicle, the alarm suppression fails, and the track-side resource controller WRC reads that the state of the axle counting area Z is still occupied, and then the track-side resource controller WRC sends an alarm to the automatic train monitoring system ATS.

The electronic device of the present invention includes a Central Processing Unit (CPU) that can perform various appropriate actions and processes according to computer program instructions stored in a Read Only Memory (ROM) or computer program instructions loaded from a storage unit into a Random Access Memory (RAM). In the RAM, various programs and data required for the operation of the device can also be stored. The CPU, ROM and RAM are connected to each other by a bus. An input/output (I/O) interface is also connected to the bus.

A plurality of components in a device are connected to an I/O interface, comprising: an input unit such as a keyboard, a mouse, etc.; an output unit such as various types of displays, speakers, and the like; a storage unit such as a magnetic disk, an optical disk, or the like; and communication units such as network cards, modems, wireless communication transceivers, and the like. The communication unit allows the device to exchange information/data with other devices via a computer network, such as the internet, and/or various telecommunication networks.

The processing unit performs the respective methods and processes described above, for example, the methods S1 to S4. For example, in some embodiments, methods S1-S4 may be implemented as a computer software program tangibly embodied on a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and/or installed onto the device via the ROM and/or the communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the methods S1 to S4 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to perform methods S1-S4 by any other suitable means (e.g., by means of firmware).

The functions described above herein may be performed, at least in part, by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: a Field Programmable Gate Array (FPGA), an Application Specific Integrated Circuit (ASIC), an Application Specific Standard Product (ASSP), a system on a chip (SOC), a Complex Programmable Logic Device (CPLD), and the like.

Program code for carrying out methods of the present invention may be written in any combination of one or more programming languages. These program code may be provided to a processor or controller of a general purpose computer, special purpose computer, or other programmable data processing apparatus such that the program code, when executed by the processor or controller, causes the functions/operations specified in the flowchart and/or block diagram to be implemented. The program code may execute entirely on the machine, partly on the machine, as a stand-alone software package, partly on the machine and partly on a remote machine or entirely on the remote machine or server.

In the context of the present invention, a machine-readable medium may be a tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. The machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. The machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

While the invention has been described with reference to certain preferred embodiments, it will be understood by those skilled in the art that various changes and substitutions of equivalents may be made and equivalents will be apparent to those skilled in the art without departing from the scope of the invention. Therefore, the protection scope of the invention is subject to the protection scope of the claims.

Claims (15)

1. A method for detecting the crossing of a vehicle at the boundary of a protection zone of a TACS system is characterized by comprising the following steps:

step S1: the method comprises the steps that an axle counting device AxC is deployed at the boundary position of a protection area and a monitoring area, and a pair of beacons and a signal machine are deployed at the two ends of the axle counting area in a matched mode;

step S2: applying road resources to a trackside resource controller WRC when the distance from the axle counting equipment AxC is set by the train in the manual driving mode;

step S3: after the train acquires road resources, the train-mounted train controller CC or the trackside train controller WTC calculates authorized crossing and sends axle counting alarm suppression information to the trackside resource controller WRC;

step S4: the track side resource controller WRC judges whether to send an alarm to the train automatic monitoring system ATS, if yes, any resource in the train axle counting application area is limited; otherwise, the train may apply for any resources within the metering zone.

2. The method for detecting vehicle crossing at the boundary of a protection zone of a TACS system according to claim 1, wherein in the step S1, the axle counting device AxC is deployed to ensure that at least one segment is located in the protection zone, the axle counting device AxC is composed of at least one pair of counting heads, and the counting heads judge the axle counting area state by counting the number of pairs of the vehicles driving through.

3. The method for detecting vehicle crossing at the boundary of a protection zone of a TACS system according to claim 2, wherein the axle counting area is an area between a pair of counting heads; the axle counting area states are two, namely an idle state and an occupied state, wherein the idle state indicates that no vehicle passes through the axle counting area at the current moment, and the occupied state indicates that the axle counting area is occupied at the current moment.

4. The TACS system protection zone boundary vehicle crossing detection method according to claim 2, wherein the interval of the counting heads simultaneously satisfies the following conditions:

1) Is larger than the maximum value of every two intervals of wheel sets of all types of vehicles;

2) The network delay is greater than the maximum speed of the train in the vehicle section, wherein the network delay is the sum of the network delays transmitted from the axle counting device AxC to the ECID and the ECID to the trackside resource controller WRC.

5. The method for detecting vehicle crossing at a protection zone boundary of a TACS system according to claim 1, wherein in the step S2, the road resources include resources of axle counting equipment AxC, switches and annunciators.

6. The method for detecting the crossing of a vehicle at the boundary of a protection zone of a TACS system according to claim 1, wherein in the step S2, when the train applies for road resources to the trackside resource controller WRC when a distance from the axle counting device AxC is set, if a vehicle is crossing in the axle counting area in front, the axle counting state is an occupied state, and the train cannot apply for the resources of the axle counting device AxC.

7. The method for detecting the crossing of a TACS system protection zone boundary vehicle according to claim 1, wherein the step S3 specifically comprises: the train controller CC or the trackside train controller WTC calculates the train positioning and axle counting distance under the worst condition according to the train safety positioning data and axle counting deployment position information, compares the length of an invading train, and sends axle counting alarm suppression information to the trackside resource controller WRC after the turnout information is synthesized.

8. The method for detecting crossing of a vehicle at a boundary of a protection zone of a TACS system according to claim 7, wherein the train is safely positioned at a position updated by a beacon when the train is located near the front of the axle counting area, and the worst case train positioning and axle counting distance is the distance from the head of the worst train positioned near the axle counting area to the axle counting area, wherein the worst train is positioned at an end far from the axle counting area within the safe positioning zone of the vehicle.

9. The method for detecting crossing of a boundary vehicle in a protection zone of a TACS system according to claim 8, wherein when the worst case train positioning and axle counting distance is smaller than the length of an intruded train, there is no intruded train between the train and the axle counting device AxC.

10. The method for detecting crossing of a boundary vehicle in a protection zone of a TACS system according to claim 9, wherein the length of the intruded vehicle is a minimum value of distances from the first pair of wheels to the end of train of the vehicles in all the vehicles.

11. The method for detecting the crossing of a TACS system protection zone boundary vehicle according to claim 1, wherein the step S4 specifically comprises: the track side resource controller WRC receives the axle counting alarm suppression information from the vehicle-mounted train controller CC or the track side train controller WTC and the axle counting state information from the ECID respectively, discriminates the validity of the axle counting alarm suppression information, comprehensively judges whether to send an alarm to the train automatic monitoring system ATS, and if so, limits any resource in the train axle counting application area; otherwise the train may apply for any resources within the metering zone.

12. The method for detecting crossing of a TACS system protection zone boundary vehicle according to claim 11, wherein said comprehensive judgment includes considering signal synchronization between the on-board train controller CC or the trackside train controller WTC and the ECID.

13. The method for detecting the crossing of a boundary vehicle in a protection zone of a TACS system according to claim 11, wherein the comprehensively judging whether to send an alarm to an ATS of an automatic train monitoring system specifically comprises: if the axle counting state received by the track side resource controller WRC is an occupied state and the vehicle-mounted train controller CC or the track side train controller WTC timely sends axle counting alarm suppression information, no alarm is generated; otherwise, an alert is sent to the train automatic monitoring system ATS and the vehicle is restricted from applying for any resources in the axle counting area.

14. An electronic device comprising a memory and a processor, the memory having stored thereon a computer program, characterized in that the processor, when executing the program, implements the method of any of claims 1-13.

15. A computer readable storage medium, on which a computer program is stored, characterized in that the program, when being executed by a processor, implements the method according to any one of claims 1-13.