CN108733019B - Analog tracking self-recovery method for communication fault locomotive in shunting monitoring system - Google Patents
Analog tracking self-recovery method for communication fault locomotive in shunting monitoring system Download PDFInfo
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- CN108733019B CN108733019B CN201710256331.5A CN201710256331A CN108733019B CN 108733019 B CN108733019 B CN 108733019B CN 201710256331 A CN201710256331 A CN 201710256331A CN 108733019 B CN108733019 B CN 108733019B
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B23/00—Testing or monitoring of control systems or parts thereof
- G05B23/02—Electric testing or monitoring
- G05B23/0205—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults
- G05B23/0208—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults characterized by the configuration of the monitoring system
- G05B23/0213—Modular or universal configuration of the monitoring system, e.g. monitoring system having modules that may be combined to build monitoring program; monitoring system that can be applied to legacy systems; adaptable monitoring system; using different communication protocols
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L41/00—Arrangements for maintenance, administration or management of data switching networks, e.g. of packet switching networks
- H04L41/06—Management of faults, events, alarms or notifications
- H04L41/0654—Management of faults, events, alarms or notifications using network fault recovery
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L41/00—Arrangements for maintenance, administration or management of data switching networks, e.g. of packet switching networks
- H04L41/08—Configuration management of networks or network elements
- H04L41/085—Retrieval of network configuration; Tracking network configuration history
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L41/00—Arrangements for maintenance, administration or management of data switching networks, e.g. of packet switching networks
- H04L41/14—Network analysis or design
- H04L41/145—Network analysis or design involving simulating, designing, planning or modelling of a network
Abstract
The invention relates to a simulation tracking self-recovery method of a communication fault locomotive in a shunting monitoring system, which comprises the following steps: 1) when the head of the train is in a cross-section state, the vehicle-mounted device records cross-section information into a power failure protection memory in real time in a fixed format; 2) after the communication between the vehicle-mounted host and the ground host fails, if the ground host operates normally, the position of a locomotive section can be simulated and tracked according to the connection relation of station elements and the change information of interlocking code bits; 3) after the communication fault between the vehicle-mounted host and the ground host is recovered, judging whether the locomotive meets the fault recovery condition, if so, initiating a self-recovery network access application to the ground; 4) after receiving a self-recovery network access application of the vehicle-mounted host, the ground host judges the validity of the network access information, and if the network access information is valid, the ground host sends the section position information of the simulation tracking to the vehicle-mounted host; 5) and after receiving the section position information of the ground, the vehicle-mounted host calculates the specific position of the head of the train. Compared with the prior art, the invention has the advantages of low cost, high usability, safety and the like.
Description
Technical Field
The invention relates to a shunting monitoring system, in particular to a method for simulating, tracking and self-recovering a communication fault locomotive in the shunting monitoring system.
Background
In the shunting operation in the station, the locomotive is often operated under a bridge tunnel with interrupted radio signals or in an area with weak radio signal coverage, and the locomotive exits from monitoring due to the interruption of the communication between the locomotive and the ground caused by the blockage of the radio signals.
In the existing shunting monitoring system, in order to solve the problem, a method of additionally arranging a relay station is generally adopted, the problems of installation position of relay equipment, equipment power supply, cable laying and the like need to be considered in the method, the engineering implementation is difficult and serious, and the operation and maintenance cost is greatly increased; in some stations with complex environments and unsuitable for installing relay equipment, a driver can only manually control the vehicle after communication is interrupted and reapply manual network access or automatic network access of a pressure point type responder after the communication is recovered after a locomotive runs to a normal signal area. In addition, there is currently no practical and effective method of communicating a failed locomotive self-recovery.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a method for simulating, tracking and self-recovering a communication fault locomotive in a shunting monitoring system, which has low cost, high availability and safety.
The purpose of the invention can be realized by the following technical scheme:
a simulation tracking self-recovery method for a communication fault locomotive in a shunting monitoring system comprises the following steps:
1) when the vehicle-mounted host computer is in normal communication with the ground host computer and the head of the train is in a cross-section state, the vehicle-mounted host computer records cross-section information to a recovery.
2) After the communication between the vehicle-mounted host and the ground host fails, if the ground host operates normally, the position of a locomotive section can be simulated and tracked according to the connection relation of station elements and the change information of interlocking code bits;
3) after the communication failure between the vehicle-mounted host and the ground host is recovered, the vehicle-mounted host reads the recovery.bin file information, judges whether the locomotive meets the failure recovery condition, and if so, initiates a self-recovery network access application to the ground;
4) after receiving a self-recovery network access application of the vehicle-mounted host, the ground host judges the validity of the network access information, and if the network access information is valid, the ground host sends the section position information of the simulation tracking to the vehicle-mounted host; if the answer is invalid, sending a network access failure receipt to the vehicle-mounted host;
5) after receiving the section position information of the ground, the vehicle-mounted host calculates the specific position of the head of the train according to the information in the recovery.bin file, if the specific position of the head of the train cannot be clearly determined, the specific position of the head of the train is not known, and the specific position of the locomotive is informed to the ground host; if the vehicle-mounted host receives the ground network access failure receipt or does not receive the ground receipt within time, stopping sending the self-recovery network access application;
6) the vehicle-mounted host computer and the ground host computer enter normal communication interaction; the locomotive which fails in self-recovery network access needs to manually apply for network access or the automatic network access of a pressure point type responder.
The cross-region information in the step 1) comprises the number of the current cross-region, the length of the current cross-region, the running direction of the cross-region moment and the mileage value information of the cross-region moment.
If a special condition is set in the tracking process in the step 2), the tracking is abandoned, all information of the locomotive is cleared, and the locomotive is not allowed to recover.
The step 2) is specifically as follows:
21) defining a locomotive management module, recording all information of all locomotives, wherein the information comprises a locomotive logout reason;
22) for the locomotive cancelled due to the communication fault, the ground host stops sending locomotive control information to the vehicle-mounted host, meanwhile, the locomotive information at the fault moment is reserved for subsequent simulation tracking, and meanwhile, the locomotive is marked as a 'recoverable locomotive';
23) aiming at a recoverable locomotive, performing analog tracking of the recoverable locomotive, and determining the operation direction and the current operation section of the locomotive by judging the change of the interlocking code bits of the adjacent sections at the current head and the tail of the locomotive;
24) for safety reasons, the ground gives up analog tracking when special conditions are met, wherein the special conditions comprise: in the process of simulating and tracking, if the head of the train meets other locomotives, the position of a turnout pressed by the train changes, or the section pressed by the train has the condition of an unrecoverable section, the tracking is abandoned;
and meanwhile, configuring the upper limit of the communication fault recovery time, the upper limit of the operation times of the anti-handle of the locomotive and the recoverable section to adapt to different stations, if the upper limit values are exceeded or the limit ranges are not met in the train simulation tracking process, giving up tracking, namely deleting all information of the communication fault locomotive, and no longer supporting self-recovery network access.
The step 5) is specifically as follows:
51) after the vehicle-mounted host receives the section position information of ground simulation tracking, when the current running direction of the vehicle-mounted host is consistent with the recorded cross-section time running direction, and the section where the locomotive head part of the ground tracking is located is consistent with the vehicle-mounted recorded fault time section, the specific position of the locomotive head part is set to be L- | S2-S1|, wherein L is the length of the current head section of the locomotive, S1 is the mileage value of the last cross-section recorded in a recovery. bin file, and S2 is the fault recovery time mileage value obtained from LKJ or an odometer;
52) after the vehicle-mounted host receives the section position information of the ground simulation tracking, when the current running direction of the vehicle is inconsistent with the recorded cross-section moment running direction, or the section where the locomotive head part of the ground tracking is located is inconsistent with the recorded fault moment section, setting the specific position of the locomotive head part to be unknown;
53) and the vehicle-mounted host computer stops sending the self-recovery network access application when receiving the network access failure receipt on the ground or not receiving any receipt on the ground after overtime.
Compared with the prior art, the invention has the following advantages:
1. the invention records the trans-zone information of the locomotive in real time when the vehicle-mounted and ground communication is normal (only the head part is recorded when the head part is in a trans-zone state), and stops refreshing the record when the communication is interrupted, so that the information recorded in the last trans-zone state before the fault is the information at the moment of the fault. The method does not need to distinguish communication interruption caused by radio station fault or signal blocking or communication interruption caused by vehicle-mounted equipment or ground equipment fault, and can be suitable for various communication interruption scenes;
2. after the communication between the vehicle and the ground is interrupted, the ground reserves locomotive information at the fault moment, and independently tracks recoverable locomotives before fault recovery, skillfully determines the running direction of the locomotives according to the connection relation of station yard elements and the change of interlocking code bits, and carries out simulation tracking;
3. in the process of analog tracking on the ground, the invention can recover the locomotive to give up tracking under special conditions of meeting other locomotives and the position change of the pressed turnout of the train and the like due to safety consideration, and does not allow self-recovery network access any more, thereby ensuring the safety of analog tracking;
4. the invention has limitations on the recovery time of communication faults, the simulation tracking of the operation times of the anti-handle after the communication faults and the self-recovery area, and a user can flexibly configure according to the field conditions, thereby ensuring the adaptability to different station situations;
5. after the communication fault is recovered, the vehicle-mounted device calculates the specific position of the locomotive on the current section by comparing the recorded mileage value with the current mileage value, if the specific position cannot be clearly determined, the position is unknown, and the standby vehicle is recalibrated when the section is crossed. The method meets the condition that the locomotive signal is short in interruption time or does not run after interruption or only runs in the original direction of the faulted section, and can realize the definite calculation of the specific position of the locomotive with the communication fault in the conditions;
6. the invention has the outstanding advantages that the use of the relay station can be reduced according to the actual station field condition in the place where the signal of the radio station is blocked or the signal is weak, the operation and maintenance cost is reduced to a great extent, and the working efficiency is improved.
Drawings
FIG. 1 is a schematic diagram of a scenario in which a specific location of a locomotive is determined after a communication failure between the locomotive and the ground is recovered, wherein 1a indicates that the locomotive head crosses into a Z1/2WG zone before the failure occurs, and 1b indicates that the locomotive runs rightwards on the Z1/2WG zone after the failure occurs until the failure is recovered;
FIG. 2 is a schematic diagram of a scenario in which the specific location of the locomotive is not clear after the recovery of the communication fault between the locomotive and the ground, wherein 2a is that the locomotive runs on a Z1/2WG section all the way to the right before the fault occurs, 2b is that the locomotive runs on the left in a reverse direction and the head crosses the section to a 2DG section after the fault occurs, and 2c is that the fault is recovered when the locomotive runs on a 2DG position;
FIG. 3 is a process flow before and after a vehicle-to-ground communication failure and before and after a failure recovery;
fig. 4 is a process flow of implementing simulation tracking of a communication fault locomotive by a ground host.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, shall fall within the scope of protection of the present invention.
As shown in FIG. 1, a scenario is described in which a particular location of a locomotive may be specified after a vehicle-to-ground communication failure is recovered. When the locomotive moves rightwards to enter a Z1/2WG section, as shown in a moment that a locomotive head part crosses a Z1/2WG section, a vehicle-mounted record is carried out on the crossed section Z1/2WG number, the section length L, the current running direction and the current mileage value S1 to a fault record file Recover. ini, the locomotive continues to run, at the moment, the vehicle-ground communication is interrupted, a ground host computer runs normally, the locomotive is continuously tracked by moving according to a red light band, if the locomotive runs rightwards on the Z1/2WG section all the time, as shown in a figure 1b, the vehicle-ground communication is recovered, the vehicle-mounted vehicle obtains a fault recovery moment mileage value S2, at the moment, the specific position S3 of the locomotive head part on the Z1/2WG section can be clearly calculated, and S3 | S2-S1 |.
As shown in FIG. 2, a scenario is described in which a particular location of a locomotive may not be ascertained after a vehicle-to-ground communication failure is recovered. Before the train-ground communication is interrupted, as shown in fig. 1, after the communication is interrupted, the ground host operates normally, the locomotive continues to be tracked according to the movement of the red light band, as shown in fig. 2b, the red light band moves to the left in the 2DG section, at the moment, the train-ground communication is recovered, as shown in fig. 2c, the train-mounted device cannot calculate the specific position S3 of the locomotive on the 2DG section according to the recorded and known information, and the position is set to be unknown.
As shown in fig. 3, the processing flow before and after the vehicle-ground communication failure and before and after the failure recovery. Fig. 3 describes a process from normal vehicle-mounted and ground communication to interruption of communication, and a process from interruption of communication to restoration of communication. The part omits some information interaction (such as broadcast information, network insertion information, job order information and the like which are not in the scope of the discussion of the present application) in the normal communication process. The control route information includes route information, section position information of the train, and the like; the control receipt information comprises manual operation information, train head and tail specific position information and the like. The whole process is described as follows:
a) and during normal communication, the vehicle records the cross-section information of the locomotive. As shown in FIG. 1 a;
b) when the communication is interrupted, the ground simulates the tracking locomotive and judges the safety of the tracking position. See the flowchart description of fig. 4 in detail;
c) when communication is recovered, the vehicle-mounted initiates a self-recovery network access application, ground processes self-recovery locomotive network access application information and the position of an initial positioning locomotive section, and sends control information such as the position of the initial section of the locomotive to the vehicle-mounted; if the ground judges that the vehicle-mounted network access application information does not meet the self-recovery condition, sending a network access failure receipt to the vehicle-mounted terminal;
d) the vehicle receives the initial section information of the ground, and if the current running direction of the vehicle is consistent with the direction recorded in the recovery.ini file and the section tracked by the ground is consistent with the section recorded in the recovery.ini file, the vehicle can definitely calculate the specific position of the locomotive, as shown in fig. 1; otherwise, the specific position of the vehicle-mounted locomotive is unknown, as shown in fig. 2, and the control receipt information such as the specific position of the locomotive is sent to the ground, and the vehicle enters a normal communication interaction process. And if the vehicle-mounted device receives the network access failure receipt information of the ground or does not receive any information of the ground after overtime, stopping the self-recovery network access application.
As shown in fig. 4, the process of implementing the simulated tracking of the communication fault locomotive by the ground host computer, wherein step 8 is the validity judgment of the tracking position, and includes the following steps:
step 2, acquiring head No of a locomotive head section and TailNo of a tail section which are recorded in the previous period; and according to the connection relation of the elements of the station yard, obtaining HeadJointNo of the adjacent section at the head part of the locomotive and TailJointNo of the adjacent section at the tail part of the locomotive;
step 3, judging whether the head adjacent section HeadJointNo is just occupied and not occupied by other locomotives, if so, executing step 4, otherwise, executing step 5;
step 5, judging whether the tail adjacent section TailJointNo is just occupied and not occupied by other locomotives, if so, executing step 6, otherwise, executing step 7;
step 6, setting the running direction of the locomotive to be the reverse direction; tracking the head according to a red light band from the tail TailNo of the last period; tracking the tail according to a red light band from the head No of the head of the upper period; adding 1 to the number of the operation times of the reverse handle as shown in figure 2 (b);
step 7, keeping the original head position, tail position and running direction unchanged;
and 8, judging the safety and effectiveness of the locomotive section position subjected to the simulation tracking. The judgment is as follows:
a) judging whether the sections pressed by the locomotive train have non-self-recoverable sections (in the example, a Z1/2WG section and an adjacent area thereof are configured as recoverable areas);
b) judging whether a turnout section pressed by a locomotive train changes or not;
c) judging whether other locomotives exist in the pressed section of the locomotive train and the adjacent section of the head part;
d) judging whether the running times of the reverse handle of the locomotive exceeds a configured maximum limit value ReverseNumMax;
e) judging whether the time difference from the communication interruption time to the current time of the locomotive exceeds a configured maximum limit value FaultTimeMax or not;
if any judgment condition in a) to e) is met, entering the step 10; otherwise, go to step 9;
step 9, recording the head section and the tail section tracked in the period, and entering step 11;
step 10, deleting all information of the current communication fault locomotive, and entering step 11;
and 11, ending the communication fault locomotive simulation tracking processing flow and entering the processing flow of the next locomotive.
The invention provides a solution which is limited by the terrain environment of a station yard and is not suitable for installing a relay station because wireless communication is interrupted when a plurality of shunting locomotives in the station yard operate under a bridge tunnel, passes laboratory tests and has field use conditions. The invention increases the applicability of the shunting monitoring system, reduces the use of relay stations, reduces the cost to a great extent, fully considers the safety and has certain practical application value. The safety tracking method after the locomotive communication fault and the self-recovery method after the fault recovery related by the invention are not only limited in shunting operation, but also can be derived from the whole railway signal field, and the method for guiding the fault locomotive operation belongs to the scope of the right protection of the invention.
While the invention has been described with reference to specific embodiments, the invention is not limited thereto, and various equivalent modifications and substitutions can be easily made by those skilled in the art within the technical scope of the invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (5)
1. A simulation tracking self-recovery method for a communication fault locomotive in a shunting monitoring system is characterized by comprising the following steps:
1) when the vehicle-mounted host computer is in normal communication with the ground host computer and the head of the train is in a cross-section state, the vehicle-mounted host computer records cross-section information to a recovery.
2) After the communication between the vehicle-mounted host and the ground host fails, if the ground host operates normally, simulating and tracking the position of a locomotive section according to the connection relation of station elements and the change information of interlocking code bits;
3) after the communication failure between the vehicle-mounted host and the ground host is recovered, the vehicle-mounted host reads the recovery.bin file information, judges whether the locomotive meets the failure recovery condition, and if so, initiates a self-recovery network access application to the ground;
4) after receiving a self-recovery network access application of the vehicle-mounted host, the ground host judges the validity of the network access information, and if the network access information is valid, the ground host sends the section position information of the simulation tracking to the vehicle-mounted host; if the answer is invalid, sending a network access failure receipt to the vehicle-mounted host;
5) after receiving the section position information of the ground, the vehicle-mounted host calculates the specific position of the head of the train according to the information in the recovery.bin file, if the specific position of the head of the train cannot be clearly determined, the specific position of the head of the train is not known, and the specific position of the locomotive is informed to the ground host; if the vehicle-mounted host receives the ground network access failure receipt or does not receive the ground receipt within time, stopping sending the self-recovery network access application;
6) the vehicle-mounted host computer and the ground host computer enter normal communication interaction; the locomotive which fails in self-recovery network access needs to manually apply for network access or the automatic network access of a pressure point type responder.
2. The method according to claim 1, wherein the cross-segment information in step 1) includes a currently-crossed-segment number, a currently-crossed-segment length, a cross-segment time running direction, and cross-segment time mileage value information.
3. The method of claim 1, wherein if a specific condition is encountered during the tracking in step 2), the tracking is aborted and all information of the locomotive is cleared and no longer allowed to recover.
4. The method according to claim 3, wherein the step 2) is specifically:
21) defining a locomotive management module, recording information of all locomotives, wherein the information comprises a locomotive logout reason;
22) for the locomotive cancelled due to the communication fault, the ground host stops sending locomotive control information to the vehicle-mounted host, meanwhile, the locomotive information at the fault moment is reserved for subsequent simulation tracking, and meanwhile, the locomotive is marked as a 'recoverable locomotive';
23) aiming at a recoverable locomotive, performing analog tracking of the recoverable locomotive, and determining the operation direction and the current operation section of the locomotive by judging the change of the interlocking code bits of the adjacent sections at the current head and the tail of the locomotive;
24) for safety reasons, the ground may forego analog tracking when special situations are encountered, including: in the process of simulating and tracking, if the head of the train meets other locomotives, the position of a turnout pressed by the train changes, or the section pressed by the train has the condition of an unrecoverable section, the tracking is abandoned;
and meanwhile, configuring the upper limit of the communication fault recovery time, the upper limit of the operation times of the anti-handle of the locomotive and the recoverable section to adapt to different stations, if the upper limit values are exceeded or the limit ranges are not met in the train simulation tracking process, giving up tracking, namely deleting all information of the communication fault locomotive, and no longer supporting self-recovery network access.
5. The method according to claim 1, wherein the step 5) is specifically:
51) after the vehicle-mounted host receives the section position information of ground simulation tracking, when the current running direction of the vehicle-mounted host is consistent with the recorded cross-section time running direction, and the section where the locomotive head part of the ground tracking is located is consistent with the vehicle-mounted recorded fault time section, the specific position of the locomotive head part is set to be L- | S2-S1|, wherein L is the length of the current head section of the locomotive, S1 is the mileage value of the last cross-section recorded in a recovery. bin file, and S2 is the fault recovery time mileage value obtained from LKJ or an odometer;
52) after the vehicle-mounted host receives the section position information of the ground simulation tracking, when the current running direction of the vehicle is inconsistent with the recorded cross-section moment running direction, or the section where the locomotive head part of the ground tracking is located is inconsistent with the recorded fault moment section, setting the specific position of the locomotive head part to be unknown;
53) and the vehicle-mounted host computer stops sending the self-recovery network access application when receiving the network access failure receipt on the ground or not receiving any receipt on the ground after overtime.
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