CN111845858B - Driving control method, area controller and system for determining vehicle rear screening result - Google Patents
Driving control method, area controller and system for determining vehicle rear screening result Download PDFInfo
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- CN111845858B CN111845858B CN202010724415.9A CN202010724415A CN111845858B CN 111845858 B CN111845858 B CN 111845858B CN 202010724415 A CN202010724415 A CN 202010724415A CN 111845858 B CN111845858 B CN 111845858B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning, or like safety means along the route or between vehicles or vehicle trains
- B61L23/08—Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in one direction only
- B61L23/14—Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in one direction only automatically operated
- B61L23/16—Track circuits specially adapted for section blocking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning, or like safety means along the route or between vehicles or vehicle trains
- B61L23/22—Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in two directions over the same pair of rails
- B61L23/30—Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in two directions over the same pair of rails using automatic section blocking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
- B61L2027/204—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation using Communication-based Train Control [CBTC]
Abstract
The embodiment of the application provides a driving control method, a zone controller and a system for determining a vehicle rear screening result, wherein the method comprises the following steps: when the fact that the first vehicle changes from the communication vehicle to the non-communication vehicle in the process of cross-pressing the second zone and the third zone and a second vehicle traveling in the same direction as the first vehicle exists in the third zone is identified, the ZC acquires position information of the second vehicle; the second vehicle is a degraded vehicle with a position report; the ZC determines the occupation conditions of two adjacent axle counting sections behind the second vehicle according to the position information of the second vehicle; when at least one axle counting section in two adjacent axle counting sections is occupied, a rear screen result of a vehicle in the two rear axle counting sections is generated. The driving control method, the zone controller and the system provided by the embodiment of the application can solve the problem that collision accidents are easy to happen due to the fact that rear screens of front vehicles driving in the same direction are wrong due to shaft counting and shaft leakage in the traditional scheme.
Description
Technical Field
The present application relates to vehicle scheduling technologies, and in particular, to a driving control method, a zone controller, and a system for determining a vehicle rear screening result.
Background
In the process of rapid development of the rail transit industry, full-automatic operation and high efficiency are the main development directions, and meanwhile, safety is also considered. To avoid a crash event, a section of track is allowed to be occupied by only one vehicle, and when occupied by one vehicle, other vehicles are not able to enter the section. Axle counting equipment is generally arranged on a track in the industry and used for counting the number of wheel axles of wheels so as to know whether vehicles exist in a certain section. Specifically, axle counting devices are respectively arranged at two ends of a section, one axle counting device is used for counting the number of axles entering the section, and the other axle counting device is used for counting the number of axles exiting the section. The two axle counting devices send the counted number to the microcomputer system, the microcomputer system judges that the counted number sent by the two axle counting devices is the same, all the surface vehicles exit the section, namely, no vehicle occupies the area, and if the counted number is different, all the surface vehicles exit the section, namely, the area is occupied by the vehicle.
In the operation process of the axle counting equipment, the axis leakage can be generated due to the self fault of the equipment or the influence of factors such as power supply, signal interference and the like, so that a microcomputer system obtains an erroneous section occupation result, vehicle dispatching errors are easily caused, and certain potential safety hazards are caused.
An application scenario of the axle counting device is as follows: FIG. 1 is a first schematic diagram illustrating the occupancy of a counting section in a first application scenario of a conventional scheme; fig. 2 is a schematic diagram of the occupation of the axle counting section in the first application scenario of the conventional scheme. As shown in fig. 1 and fig. 2, a first vehicle as a communication vehicle starts entering a zone C through a zone B after going out from the zone a, and if an axle leakage occurs in an axle counting device at a terminal of the zone a, the zone a reports occupancy, the zone B reports idle, and the zone C reports occupancy. The first vehicle is degraded to a non-communication vehicle in the process of the cross-pressure section B and the section C, and the section C is configured with a traceable non-communication vehicle (UT) occupation function. Under this condition, the safe driving range of the second vehicle, which is a communication vehicle located behind the first vehicle, is extended to the end of the section B by an overhang distance. However, since the first vehicle still has a large portion of the body left in section B, there is a risk of a crash.
The application scenario of another axle counting device is as follows: FIG. 3 is a first schematic diagram illustrating the occupation of the axle counting section in a second application scenario of the conventional scheme; fig. 4 is a schematic diagram of the occupation of the axle counting section in the second application scenario of the conventional scheme. As shown in fig. 3 and 4, a first vehicle as a communication vehicle starts entering a zone C through a zone B after coming out of the zone a, and if the axle counting device at the terminal of the zone a misses an axle, the zone a reports occupancy, the zone B reports idle, and the zone C reports occupancy. The first vehicle is degraded to a non-communicating vehicle during the cross-pressure zone B and zone C. Under this condition, a second vehicle as a communication vehicle exists in a section C located in front of the first vehicle, the second vehicle runs in opposite directions to the first vehicle, the second vehicle generates wrong front-end screening according to the section B which reports the vacancy, the second vehicle mistakenly considers that no vehicle exists in the section B in front, and then the risk of collision with the first vehicle exists.
The application scenario of the axle counting device is as follows: fig. 5 is a schematic diagram of the occupation of the axle counting section in the third application scenario of the conventional scheme. As shown in fig. 5, a first vehicle as a communication vehicle starts entering a zone C through a zone B after coming out of the zone a, and if the axle counting device at the terminal of the zone a misses an axle, the zone a reports occupancy, the zone B reports idle, and the zone C reports occupancy. The first vehicle is degraded to a non-communicating vehicle during the cross-pressure zone B and zone C. Under this condition, a second vehicle serving as a communication vehicle exists in a section C located in front of the first vehicle, the second vehicle runs in the same direction as the first vehicle, the second vehicle generates wrong rear-end screening according to the section B which reports the idle state, the second vehicle mistakenly believes that no vehicle is tracked behind, and then the risk of collision with the first vehicle exists.
Disclosure of Invention
The embodiment of the application provides a driving control method, a zone controller and a system for determining a vehicle rear screening result, which are used for solving the problem that collision accidents are easy to happen due to rear screening errors of front vehicles running in the same direction caused by shaft counting and shaft leakage in the traditional scheme.
The embodiment of the first aspect of the application provides a driving control method for determining a position reporting degraded vehicle backscreening result in the same-direction driving, which comprises the following steps:
when recognizing that a first vehicle is changed from a communication vehicle to a non-communication vehicle in the process of cross-pressing a second zone and a third zone and a second vehicle traveling in the same direction as the first vehicle exists in the third zone, acquiring position information of the second vehicle by a zone controller ZC; the first vehicle is positioned behind the second vehicle, and the second vehicle is a degraded vehicle with position report;
the zone controller ZC determines the occupation conditions of two adjacent axle counting zones behind the second vehicle according to the position information of the second vehicle;
when at least one axle counting section in two adjacent axle counting sections is occupied, a rear screen result of a vehicle in the two rear axle counting sections is generated.
An embodiment of a second aspect of the present application provides a zone controller, including:
the vehicle position information acquisition module is used for acquiring position information of a second vehicle when the first vehicle is identified to be changed from a communication vehicle to a non-communication vehicle in the process of pressing a second section and a third section, and the second vehicle running in the same direction as the first vehicle exists in the third section; the first vehicle is positioned behind the second vehicle, and the second vehicle is a degraded vehicle with position report;
the axle counting section occupation situation determining module is used for determining the occupation situations of two adjacent axle counting sections behind the second vehicle according to the position information of the second vehicle;
and the rear screen result generating module is used for generating a rear screen result of a vehicle in the two rear axle counting sections when at least one axle counting section in the two adjacent axle counting sections is occupied.
An embodiment of a third aspect of the present application provides a driving control system for determining a position reporting degraded vehicle backscreening result in the same-direction driving, including: a zone controller as described above.
According to the technical scheme provided by the embodiment of the application, for the application scene shown in FIG. 5, a first vehicle sequentially passes through a first section, a second section and a third section; when the first vehicle is identified to be changed from a communication vehicle to a non-communication vehicle in the process of pressing a second zone and a third zone in a striding way, and a second vehicle which is a position reporting degraded vehicle and runs in the same direction as the first vehicle exists in the third zone, a zone controller ZC acquires the position information of the second vehicle, and determines the occupation conditions of two adjacent axle counting zones behind the second vehicle according to the position information of the second vehicle; when at least one axle counting section in two adjacent axle counting sections is occupied, a rear screen result of a vehicle in the two rear axle counting sections is generated, the occupied condition of the two rear axle counting sections of the vehicle is checked, the accuracy of the rear screen can be improved, and the driving safety is further improved.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
FIG. 1 is a first schematic diagram illustrating the occupancy of a counting section in a first application scenario of a conventional scheme;
FIG. 2 is a schematic diagram of the occupation of the axle counting section in the first application scenario of the conventional scheme;
FIG. 3 is a first schematic diagram illustrating the occupation of the axle counting section in a second application scenario of the conventional scheme;
FIG. 4 is a schematic diagram of the occupation of the axle counting section in the second application scenario of the conventional scheme;
FIG. 5 is a schematic diagram illustrating the occupation of the axle counting section in a third application scenario of the conventional scheme;
fig. 6 is a first schematic view illustrating a section occupation situation of the axle leakage of the axle counting according to the present embodiment;
FIG. 7 is a second schematic view illustrating the zone occupation status of the axle leakage of the axle counting device according to the present embodiment;
fig. 8 is a flowchart of a driving control method for determining a backscreening result of a co-directional driving vehicle with a position report degraded vehicle according to an embodiment of the present disclosure;
fig. 9 is a schematic structural diagram of a zone controller according to an embodiment of the present application;
fig. 10 is a flowchart of a driving control method for determining a safe driving area of a rear vehicle according to an embodiment of the present application;
fig. 11 is a schematic structural diagram of another area controller according to an embodiment of the present application;
FIG. 12 is a flowchart of a method for controlling a vehicle in accordance with an embodiment of the present disclosure to determine a position report of a degraded vehicle's forward screening result for oncoming traffic;
fig. 13 is a schematic structural diagram of another area controller according to an embodiment of the present application;
fig. 14 is a schematic diagram illustrating the occupancy of the axle counting section in the fourth scenario provided in this embodiment;
fig. 15 is a schematic diagram illustrating the occupation of the axle counting section in the fifth scenario provided in this embodiment;
fig. 16 is a schematic diagram illustrating the occupancy of the axle counting section in the fifth scenario provided in this embodiment.
Detailed Description
In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.
The present embodiment provides several driving control methods, which can be executed by a Zone Controller (ZC) in a driving control system, and can solve the driving safety problem caused by axle leakage of an axle counter. The technical scheme provided by the embodiment can be applied to the field of inter-city rail transit and can also be applied to the field of intra-city rail transit, for example: subways, light rails, monorail trains, and the like.
In practical applications, the driving control method provided by this embodiment may be implemented by a computer program, for example, application software; alternatively, the method may also be implemented as a medium storing a related computer program, for example, a usb disk, a cloud disk, or the like; still alternatively, the method may be implemented by a physical device, such as a chip, a removable smart device, etc., into which the associated computer program is integrated or installed.
In this embodiment, first, the occupation situation of the section where the axle leakage occurs in the axle counting is described:
fig. 6 is a first schematic view illustrating a section occupation situation of the axle leakage counting shaft provided in this embodiment, and fig. 7 is a second schematic view illustrating a section occupation situation of the axle leakage counting shaft provided in this embodiment. The vehicle drives through the section A, the section B and the section C from left to right in sequence, in the figure 6, the vehicle strides the section B, the tail of the vehicle hangs down and is not cleared out of the section A, the wheel at the forefront of the vehicle passes over the axle counter 2, and the wheel at the rearmost passes over the axle counter 1. In fig. 7, the vehicle exits section a, drives into section B and section C.
For both cases of fig. 6 and fig. 7, if the axle counter 1 is normal, the zone a should report idle, the zone B reports occupied, and the zone C reports occupied. If the axle counter 1 leaks axles, the section A may be reported to be occupied, the section B may be reported to be idle, and the section C may be reported to be occupied.
When the shaft leakage occurs in the axle counting, a certain section is misreported to be idle, if the tracking and the running of other vehicles can be ensured by the existing logic of the zone controller ZC, and the running of other vehicles is not influenced after the reset and the recovery of the axle counting. However, if the axle counting and missing can cause the tracking or operation of other vehicles to generate safety risks, a new solution needs to be provided, and the embodiment provides a solution to the problem.
To better explain the following scenarios, the traceable non-communicating vehicle (UT) occupancy function is described: when the axle counting section is in a non-communication vehicle occupation state, generally, the tracking of the rear vehicle should be tracked by one axle counting section away from the axle counting section. However, in order to improve efficiency, if the axle counting section is configured with traceable non-communication vehicle occupation function (UT occupation traceable function for short), the rear vehicle can trace the axle counting section terminal and withdraw a vehicle suspension distance without the need of tracing at intervals of the axle counting section.
In addition, one vehicle type appearing in the present embodiment will be explained:
CBTC vehicle: Communication-Based Train automatic Control (Communication Based Train Control) vehicles, abbreviated as: a CT vehicle or a communication vehicle. The ZC can acquire the position of the CT vehicle.
RM vehicle: with the degraded vehicle having the location report, the ZC can obtain the location of the RM vehicle.
The UT vehicle: the ZC cannot acquire the position of the UT vehicle by a non-communication vehicle (Uncommunications Train).
For the third application scenario mentioned in fig. 5, the first vehicle as the communication vehicle starts entering the section C through the section B after coming out from the section a, and if the axle counting device at the terminal of the section a misses the axle, the section a reports occupancy, the section B reports idle, and the section C reports occupancy. The first vehicle is degraded to a non-communicating vehicle during the cross-pressure zone B and zone C. Under this condition, a second vehicle serving as a communication vehicle exists in a section C located in front of the first vehicle, the second vehicle runs in the same direction as the first vehicle, the second vehicle generates wrong rear-end screening according to the section B which reports the idle state, the second vehicle mistakenly believes that no vehicle is tracked behind, and then the risk of collision with the first vehicle exists.
For the application scenario, the embodiment provides a driving control method for determining a position reporting degraded vehicle rear screen result in the same-direction driving, and is used for solving the problem that a collision accident is easily caused by a rear screen error of a front same-direction driving vehicle due to shaft leakage of a shaft counter in the traditional scheme.
Fig. 8 is a flowchart of a driving control method for determining a backscreening result of a co-directional driving vehicle with a position report degraded vehicle according to an embodiment of the present application. As shown in fig. 8, the driving control method includes:
103, when at least one axle counting section in two adjacent axle counting sections is occupied, the zone controller ZC generates a rear screening result of a vehicle in the two rear axle counting sections.
The first, second and third sections correspond to sections a, B and C in fig. 5, respectively. The first vehicle and the second vehicle run from left to right according to the direction indicated by the straight line arrow, and then the second vehicle is a vehicle in the same direction in front of the first vehicle.
And after the first vehicle is cleared from the first section, the communication vehicle is changed into a non-communication vehicle, and the vehicle head enters the third section. The second vehicle is now located within the third zone and the second vehicle is an RM vehicle.
The rear sieve is carried out on a second vehicle, and the specific scheme is as follows: the ZC acquires the position information of the second vehicle and determines the occupation conditions of the zone A and the zone B behind the second vehicle according to the position information of the second vehicle. Specifically, whether the section A and the section B are both idle is determined, if at least one section is occupied, the rear two sections are indicated to have vehicles, and then rear screen results of the vehicles in the rear two axle counting sections are generated.
And determining a safe driving area of the second vehicle according to the back screening result, and further controlling the second vehicle to drive so as to avoid collision with the first vehicle.
In the conventional scheme, a rear screen is used for checking whether an axle counting section at the rear of a vehicle is idle. However, since the shaft leakage of the axle counting can cause the section to be free by mistake, in the embodiment, whether two axle counting sections behind the vehicle are free is checked, the accuracy of the rear screen can be improved, and the driving safety is further improved.
In the technical solution provided by this embodiment, for the application scenario shown in fig. 5, a first vehicle sequentially passes through a first section, a second section, and a third section; when the first vehicle is identified to be changed from a communication vehicle to a non-communication vehicle in the process of pressing a second zone and a third zone in a striding way, and a second vehicle which is a position reporting degraded vehicle and runs in the same direction as the first vehicle exists in the third zone, a zone controller ZC acquires the position information of the second vehicle, and determines the occupation conditions of two adjacent axle counting zones behind the second vehicle according to the position information of the second vehicle; when at least one axle counting section in two adjacent axle counting sections is occupied, a rear screen result of a vehicle in the two rear axle counting sections is generated, the occupied condition of the two rear axle counting sections of the vehicle is checked, the accuracy of the rear screen can be improved, and the driving safety is further improved.
On the basis of the technical scheme, when two adjacent axle counting sections behind the second vehicle are judged to be idle, the ZC generates a back screening result without vehicles in the two rear axle counting sections, and can upgrade the RM vehicle into the CT vehicle according to the back screening result.
Furthermore, according to different application fields, a leakage shaft protection switch can be arranged in the ZC. Before step 102, the state of the leakage axis protection switch may be obtained and determined. When the shaft leakage prevention switch is turned on, step 102 is executed, namely the occupation conditions of two adjacent shaft counting sections behind the second vehicle are determined according to the position information of the second vehicle. When the shaft leakage protection switch is not turned on, the efficiency can be improved to a certain extent without executing the step 102.
In addition, before the first vehicle is changed from the communication vehicle to the non-communication vehicle, the ZC can know the position of the first vehicle. When the first zone is still reported to be occupied after the first vehicle is identified to be cleared from the first zone, the zone controller ZC generates an axle counting and axle leakage alarm prompt result because whether a non-communication vehicle or an axle leakage is caused is uncertain. The axle counting and leaking alarm prompt result can be sent to a station control center to prompt operators or dispatchers to check whether axle leakage occurs in the axle counting section or not in a sound, light or screen display mode, and if the axle leakage occurs, the axle counting and leaking alarm prompt result can be recovered as soon as possible to eliminate safety risks.
Based on the above scheme, this embodiment further provides a zone controller:
fig. 9 is a schematic structural diagram of a zone controller according to an embodiment of the present application. As shown in fig. 9, the area controller provided in this embodiment includes: the system comprises a vehicle position information acquisition module 11, an axle counting section occupation condition determination module 12 and a rear screen result generation module 13.
The vehicle position information acquiring module 11 is configured to acquire position information of a second vehicle when it is identified that the first vehicle changes from a communication vehicle to a non-communication vehicle in a process of pressing a second section and a third section, and the second vehicle traveling in the same direction as the first vehicle exists in the third section; the first vehicle is located behind a second vehicle, the second vehicle being a degraded vehicle with location reporting. The axle counting section occupancy determination module 12 is configured to determine occupancy of two adjacent axle counting sections behind the second vehicle according to the position information of the second vehicle. The rear screen result generating module 13 is configured to generate a rear screen result with a vehicle in the two rear axle counting sections when at least one of the two adjacent axle counting sections is occupied.
In the technical solution provided by this embodiment, for the application scenario shown in fig. 5, a first vehicle sequentially passes through a first section, a second section, and a third section; when the first vehicle is identified to be changed from a communication vehicle to a non-communication vehicle in the process of pressing a second zone and a third zone in a striding way, and a second vehicle which is a position reporting degraded vehicle and runs in the same direction as the first vehicle exists in the third zone, a zone controller ZC acquires the position information of the second vehicle, and determines the occupation conditions of two adjacent axle counting zones behind the second vehicle according to the position information of the second vehicle; when at least one axle counting section in two adjacent axle counting sections is occupied, a rear screen result of a vehicle in the two rear axle counting sections is generated, the occupied condition of the two rear axle counting sections of the vehicle is checked, the accuracy of the rear screen can be improved, and the driving safety is further improved.
On the basis of the above scheme, the rear screen result generating module 13 is further configured to generate a rear screen result without a vehicle in the rear two axle counting sections when both of the two adjacent axle counting sections are idle. Specifically, when zone a and zone B behind the second vehicle are both idle, indicating that there is no vehicle in both zones, ZC generates a rear screening result with no vehicle in zone a and zone B.
The axle counting section occupation situation determining module 12 is specifically configured to determine, according to the position information of the second vehicle, occupation situations of two adjacent axle counting sections behind the second vehicle when the zone controller ZC turns on the axle leakage protection switch.
Further, the zone controller further includes: and the axle counting and shaft leaking prompting result generating module is used for generating an axle counting and shaft leaking alarming prompting result when the first section is still reported to be occupied after the first vehicle is identified to be cleared from the adjacent first section behind the second section before the first vehicle is changed from the communication vehicle to the non-communication vehicle.
Further, the zone controller further includes: and the vehicle upgrading module is used for upgrading the second vehicle from the degraded vehicle with the position report to the communication vehicle according to the rear screening result of no vehicle in the two rear axle counting sections.
The present embodiment further provides a driving control system for determining a position reporting degraded vehicle backscreening result in the same-direction driving, including: a zone controller as provided in any above. The driving control system has the same technical effect as the corresponding driving control method.
For the first application scenario mentioned in fig. 1 and fig. 2, the first vehicle as the communication vehicle starts entering the zone C through the zone B after coming out from the zone a, and if the axle counting device 1 at the terminal of the zone a misses an axle, the zone a reports occupancy, the zone B reports idle, and the zone C reports occupancy. The first vehicle is downgraded to a non-communicating vehicle during the cross-voltage segment B and segment C, and segment C is data configured to track UT occupancy functions. In this case, the second vehicle is a communication vehicle and is located behind the first vehicle, with reference to the traveling direction of the first vehicle. The safe driving range of the second vehicle will extend to the end of section B retracted by an overhang distance (as indicated by the curved arrow in fig. 1 and 2). However, since the first vehicle still has a large portion of the body left in section B, there is a risk of a crash.
For the application scenario, the embodiment provides a driving control method for determining a safe driving area of a rear vehicle, which is used for solving the problem that a collision accident is easily caused by a wrong calculation of a safe driving range of the rear vehicle due to shaft leakage of a shaft counter in the conventional scheme.
Fig. 10 is a flowchart of a driving control method for determining a safe driving area of a rear vehicle according to an embodiment of the present application. As shown in fig. 10, the driving control method for determining the safe driving area of the rear vehicle according to the present embodiment includes:
The first, second and third sections correspond to sections a, B and C in fig. 1 and 2, respectively. The first vehicle and the second vehicle travel from left to right in the direction indicated by the linear arrow, and the first section is located behind the second section, the second section is located behind the third section, and the second vehicle is located behind the first vehicle, with the traveling direction of the first vehicle as a reference.
Since the first vehicle is preceded by a normal communication vehicle (CT vehicle), the ZC may acquire the last cycle of position information of the first vehicle in the communication state. Specifically, a vehicle-mounted terminal arranged on the first vehicle can report the vehicle position to the ZC through interlocking, and the ZC obtains and stores the vehicle position of the first vehicle in each preset period. When the first vehicle becomes a non-communication vehicle (UT vehicle), the ZC acquires the position of the vehicle in the previous cycle when the first vehicle is changed to the non-communication state, and determines the position of the tail end of the vehicle according to the position of the vehicle and the length of the first vehicle. The manner in which the ZC obtains the first vehicle position information is not a unique scheme, and other schemes may be adopted, which is not limited in this embodiment.
When the first vehicle is changed into a non-communication vehicle, the ZC takes the position of the tail end of the vehicle reported by the first vehicle in the last period of the communication state as a reference, and then determines a safe driving area of a rear vehicle according to the position of the tail end of the vehicle and a preset safety protection distance, wherein the rear vehicle is a second vehicle entering the first area.
In the technical solution provided by this embodiment, for the application scenarios shown in fig. 1 and fig. 2, a first vehicle sequentially passes through a first section, a second section, and a third section, where the third section is configured as a traceable non-communicating vehicle UT occupancy function; when the first vehicle is identified to be changed from a communication vehicle to a non-communication vehicle in the process of pressing a second zone and a third zone, the zone controller ZC acquires the tail end position of the vehicle in the previous cycle when the first vehicle is changed to be in a non-communication state, and determines the safe driving zone of the rear vehicle according to the tail end position of the vehicle and the preset safe protection distance.
For the above technical solution, this embodiment further provides a specific implementation manner:
in the above step 202, the zone controller ZC determines a safe driving zone of the rear vehicle according to the position of the tail end of the vehicle and the preset safety protection distance, which may specifically adopt the following method:
the zone controller ZC accumulates a preset safety protection distance by taking the position of the tail end of the vehicle as a reference to be used as the limit driving position of the rear vehicle, and then determines the safe driving zone of the rear vehicle according to the limit driving position and the current position of the rear vehicle.
The method specifically comprises the following steps: and accumulating a safety protection distance backwards by taking the position of the tail end of the vehicle as a reference so as to determine a safe driving area of a second vehicle behind.
Furthermore, in the scheme, on the basis of accumulating a preset safety protection distance by taking the position of the tail end of the vehicle as a reference, an overhang distance of the vehicle is accumulated, so that a safe driving area of a second vehicle behind is determined, and the driving safety is further improved.
The safety guard distance may be 10m-20m, with a typical value of 15 m. The vehicle overhang distance is 2m-7m, with a typical value of 5 m.
In addition, before the first vehicle is changed from the communication vehicle to the non-communication vehicle, the ZC can know the position of the first vehicle. When the first zone is still reported to be occupied after the first vehicle is identified to be cleared from the first zone, the zone controller ZC generates an axle counting and axle leakage alarm prompt result because whether a non-communication vehicle or an axle leakage is caused is uncertain. The axle counting and leaking alarm prompt result can be sent to a station control center to prompt operators or dispatchers to check whether axle leakage occurs in the axle counting section or not in a sound, light or screen display mode, and if the axle leakage occurs, the axle counting and leaking alarm prompt result can be recovered as soon as possible to eliminate safety risks.
Based on the above scheme, this embodiment further provides a zone controller:
fig. 11 is a schematic structural diagram of another area controller according to an embodiment of the present application. As shown in fig. 11, the area controller provided in this embodiment includes: a vehicle tail end position obtaining module 21 and a safe driving area determining module 22.
The vehicle tail end position acquiring module 21 is configured to acquire a vehicle tail end position of a previous cycle when the first vehicle is changed from the communication vehicle to the non-communication vehicle in the process of cross-pressing the second section and the third section, wherein the first vehicle is changed to the non-communication state; the third section is configured to traceable non-communicating vehicle UT occupancy functionality; the second section is located behind the third section, and the rear refers to a direction opposite to the traveling direction of the first vehicle. The safe driving area determination module 22 is configured to determine a safe driving area of a rear vehicle according to the position of the tail end of the vehicle and the preset safety protection distance, where the rear vehicle is a communication vehicle that has entered a first section, and the first section is adjacent to and behind a second section.
In the technical solution provided by this embodiment, for the application scenarios shown in fig. 1 and fig. 2, a first vehicle sequentially passes through a first section, a second section, and a third section, where the third section is configured as a traceable non-communicating vehicle UT occupancy function; when the first vehicle is identified to be changed from a communication vehicle to a non-communication vehicle in the process of pressing a second zone and a third zone, the zone controller ZC acquires the tail end position of the vehicle in the previous cycle when the first vehicle is changed to be in a non-communication state, and determines the safe driving zone of the rear vehicle according to the tail end position of the vehicle and the preset safe protection distance.
In addition to the above, the safe driving area determination module 22 includes: the device comprises a first accumulation unit and a first safe driving area determination unit. The first accumulation unit is used for accumulating a preset safety protection distance by taking the position of the tail end of the vehicle as a reference, and the preset safety protection distance is used as the limit driving position of the rear vehicle. The first safe driving area determining unit is used for determining the safe driving area of the rear vehicle according to the limit driving position and the current position of the rear vehicle.
Alternatively, the safe driving area determination module 22 includes: the device comprises a second accumulation unit and a second safe driving area determination unit. The second accumulation unit is used for accumulating a preset safety protection distance and a vehicle suspension distance by taking the position of the tail end of the vehicle as a reference, and the accumulated distance is used as the limit driving position of the rear vehicle. The second safe driving area determining unit is used for determining the safe driving area of the rear vehicle according to the limit driving position and the current position of the rear vehicle.
The preset safety protection distance is 10m-20m, and the typical value is 15 m.
The vehicle rear end position obtaining module 22 includes: a vehicle position obtaining unit and a vehicle tail end position obtaining unit. The vehicle position acquiring unit is used for acquiring the vehicle position of the previous cycle when the first vehicle is changed into the non-communication state. The vehicle tail end position obtaining unit is used for determining the position of the vehicle tail end according to the position of the vehicle and the length of the first vehicle.
Further, the zone controller further includes: and the vehicle position acquisition module is used for acquiring and storing the vehicle position of the first vehicle in each preset period when the first vehicle is a communication vehicle.
Further, the zone controller further includes: the axle counting and shaft leakage alarming result generating module is used for generating an axle counting and shaft leakage alarming prompting result when the first zone is still reported to be occupied after the first vehicle is identified to be cleared from the first zone before the first vehicle is changed from the communication vehicle to the non-communication vehicle.
The present embodiment also provides a driving control system for determining a safe driving area of a rear vehicle, including: a zone controller for any of the above-mentioned first scenario. The driving control system has the same technical effect as the corresponding driving control method.
For the second application scenario mentioned in fig. 3 and 4, the first vehicle as the communication vehicle starts entering the zone C through the zone B after coming out from the zone a, and if the axle counting device 1 at the terminal of the zone a misses an axle, the zone a reports occupancy, the zone B reports idle, and the zone C reports occupancy. The first vehicle is degraded to a non-communicating vehicle during the cross-pressure zone B and zone C. Under this condition, a second vehicle exists in a section C located in front of the first vehicle, the second vehicle runs opposite to the first vehicle, the second vehicle is a degraded vehicle with position report, the second vehicle generates wrong front-end screening according to the section B which reports idle, the second vehicle mistakenly considers that no vehicle exists in the section B in front, and then the risk of collision with the first vehicle exists.
For the application scenario, the embodiment provides a driving control method for determining a position-reported degraded vehicle front screen result in opposite driving, and is used for solving the problem that collision accidents are easy to occur due to the fact that a front screen of a vehicle in front opposite driving is wrong due to shaft leakage of a shaft counter in the traditional scheme.
Fig. 12 is a flowchart of a driving control method for determining a position report degraded vehicle front screen result of an oncoming driving according to an embodiment of the present application. As shown in fig. 12, the driving control method for determining the position of oncoming driving and reporting the result of the front screen of the degraded vehicle includes:
The first, second and third sections correspond to sections a, B and C in fig. 3 and 4, respectively. The first vehicle travels from left to right in the direction indicated by the straight arrow, and the second vehicle travels from right to left in the direction indicated by the straight arrow, so that the second vehicle is an oncoming vehicle ahead of the first vehicle.
And after the first vehicle is cleared from the first section, the communication vehicle is changed into a non-communication vehicle, and the vehicle head enters the third section. At the moment, the second vehicle already enters the third section, and the second vehicle needs to be screened before the vehicle head enters the third section, and when the screening result is normal, the fault communication vehicle (RM vehicle) is upgraded to the normal communication vehicle (CT vehicle).
A front screen is required before a second vehicle upgrade. The specific scheme is as follows: the ZC acquires the position information of the second vehicle and determines the occupation conditions of a zone A and a zone B in front of the second vehicle according to the position information of the second vehicle. Specifically, whether the section A and the section B are idle or not is determined, if at least one section is occupied, the fact that a vehicle is in the front two sections is indicated, and then a front screen result that the vehicle is in the front two axle counting sections is generated.
And determining a safe driving area of the second vehicle according to the front screening result, and further controlling the second vehicle to drive so as to avoid collision with the first vehicle. Alternatively, the second vehicle may be kept as the RM vehicle according to the result of the front screen.
In the conventional scheme, a front screen checks whether an axle counting section in front of a vehicle is idle. However, since the sections are free due to misreporting caused by shaft leakage of the axle counting shafts, whether the two axle counting sections in front of the vehicle are free is checked in the embodiment, the accuracy of the front screen can be improved, and the driving safety is further improved.
In the technical solution provided by this embodiment, for the application scenarios shown in fig. 3 and 4, a first vehicle sequentially passes through a first section, a second section, and a third section; when the first vehicle is identified to be changed from a communication vehicle to a non-communication vehicle in the process of pressing a second zone and a third zone in a striding way, and a second vehicle which is a position reporting degraded vehicle and runs opposite to the first vehicle exists in the third zone, a zone controller ZC acquires the position information of the second vehicle, and determines the occupation conditions of two adjacent axle counting zones in front of the second vehicle according to the position information of the second vehicle; when at least one axle counting section in two adjacent axle counting sections is occupied, a front screen result of a vehicle in the two front axle counting sections is generated, the accuracy of the front screen can be improved by checking the occupation condition of the two front axle counting sections of the vehicle, and the driving safety is further improved.
On the basis of the technical scheme, when two adjacent axle counting sections in front of the second vehicle are judged to be idle, the ZC generates a front screening result without vehicles in the two front axle counting sections, and can upgrade the RM vehicle into the CT vehicle.
Furthermore, according to different application fields, a leakage shaft protection switch can be arranged in the ZC. Before step 302, the state of the leakage axis protection switch may be obtained and determined. When the shaft leakage prevention switch is turned on, step 302 is executed, namely the occupation conditions of two adjacent shaft counting sections in front of the second vehicle are determined according to the position information of the second vehicle. When the shaft leakage protection switch is not turned on, the efficiency can be improved to a certain extent without executing the step 302.
In addition, before the first vehicle is changed from the communication vehicle to the non-communication vehicle, the ZC can know the position of the first vehicle. When the first zone is still reported to be occupied after the first vehicle is identified to be cleared from the first zone, the zone controller ZC generates an axle counting and axle leakage alarm prompt result because whether a non-communication vehicle or an axle leakage is caused is uncertain. The axle counting and leaking alarm prompt result can be sent to a station control center to prompt operators or dispatchers to check whether axle leakage occurs in the axle counting section or not in a sound, light or screen display mode, and if the axle leakage occurs, the axle counting and leaking alarm prompt result can be recovered as soon as possible to eliminate safety risks.
Based on the above scheme, this embodiment further provides a zone controller:
fig. 13 is a schematic structural diagram of another area controller according to an embodiment of the present application. As shown in fig. 13, the area controller provided in this embodiment includes: the system comprises a vehicle position information acquisition module 31, an axle counting section occupation situation determination module 32 and a front screen result generation module 33.
The vehicle position information acquiring module 31 is configured to acquire position information of a second vehicle when it is identified that the first vehicle changes from a communicating vehicle to a non-communicating vehicle in a process of pressing the second zone and the third zone, and the second vehicle which is a position reporting degraded vehicle and runs opposite to the first vehicle exists in the third zone; the second vehicle is a communication vehicle in the third zone. The axle counting section occupancy determination module 32 is configured to determine occupancy of two adjacent axle counting sections in front of the second vehicle according to the position information of the second vehicle. The front screen result generating module 33 is configured to generate a front screen result with a vehicle in the front two axle counting sections when at least one of the two adjacent axle counting sections is occupied.
In the technical solution provided by this embodiment, for the application scenarios shown in fig. 3 and 4, a first vehicle sequentially passes through a first section, a second section, and a third section; when the first vehicle is identified to be changed from a communication vehicle to a non-communication vehicle in the process of transpressing the second zone and the third zone and a second vehicle which runs opposite to the first vehicle exists in the third zone, the zone controller ZC acquires the position information of the second vehicle and determines the occupation conditions of two adjacent axle counting zones in front of the second vehicle according to the position information of the second vehicle; when at least one axle counting section in two adjacent axle counting sections is occupied, a front screen result of a vehicle in the two front axle counting sections is generated, the accuracy of the front screen can be improved by checking the occupation condition of the two front axle counting sections of the vehicle, and the driving safety is further improved.
On the basis of the above scheme, the front screen result generating module 33 is further configured to generate a front screen result without a vehicle in the front two axle counting sections when the two adjacent axle counting sections are both idle. Specifically, when zone a and zone B in front of the second vehicle are both idle, indicating that there is no vehicle in both zones, ZC generates a head-screen result with no vehicle in zone a and zone B.
The axle counting section occupation situation determining module 32 is specifically configured to determine, according to the position information of the second vehicle, occupation situations of two adjacent axle counting sections in front of the second vehicle when the zone controller ZC turns on the axle leakage protection switch.
Further, the zone controller further includes: and the axle counting and shaft leaking prompting result generating module is used for generating an axle counting and shaft leaking alarming prompting result when the first section is still reported to be occupied after the first vehicle is identified to be cleared from the adjacent first section behind the second section before the first vehicle is changed from the communication vehicle to the non-communication vehicle.
Further, the zone controller further includes: and the vehicle upgrading module is used for upgrading the second vehicle from the degraded vehicle with position report to the communication vehicle according to the front screening result without vehicles in the two front axle counting sections.
The present embodiment further provides a driving control system for determining a position report degraded vehicle front screen result of an oncoming driving, including: such as provided by any of the second scenario. The driving control system has the same technical effect as the driving control method.
In the above three kinds of scenes, because the axle leakage of the axle counting can cause the driving to be dangerous, the technical scheme can be correspondingly adopted to improve the driving safety and take the control efficiency into consideration.
Several scenarios are provided below, with axle counting and shaft leakage not affecting the operation or tracking of other vehicles:
the fourth scenario is as follows:
fig. 14 is a schematic diagram illustrating the occupancy of the axle counting section in the fourth scenario provided in this embodiment. As shown in fig. 14, the first vehicle is a UT vehicle, which exits section a, the nose enters section C, and the tail remains in section B. If the axle leakage of the axle counter on the right side of the section A occurs, the section A reports the occupation, the section B reports the idle state and the section C reports the occupation. Sector a is not configured with traceable UT functionality. The second vehicle is located behind the first vehicle and travels in the same direction as the first vehicle. The second vehicle is a CT vehicle, when the zone A reports occupancy, the ZC also generates a result that the zone A is occupied, so that the tracking of the second vehicle is separated from the zone A by one zone, and the tracking of the second vehicle has no safety risk.
In fact, the scenario may also apply the scheme adopted in the first scenario shown in fig. 1 and fig. 2.
The fifth scenario:
fig. 15 is a schematic diagram illustrating the occupancy of the axle counting section in the fifth scenario provided in this embodiment. As shown in fig. 15, the first vehicle is a UT vehicle, with the head entering section C and its tail overhanging still within section a. If the axle leakage of the axle counter on the right side of the section A occurs, the section A reports the occupation, the section B reports the idle state and the section C reports the occupation. Sector a is not configured with traceable UT functionality. The second vehicle is located behind the first vehicle and travels in the same direction as the first vehicle. The second vehicle is a CT vehicle, when the zone A reports occupancy, the ZC also generates a result that the zone A is occupied, so that the tracking of the second vehicle is separated from the zone A by one zone, and the tracking of the second vehicle has no safety risk.
In fact, the scenario may also apply the scheme adopted in the first scenario shown in fig. 1 and fig. 2.
A sixth scenario:
fig. 16 is a schematic diagram illustrating the occupancy of the axle counting section in the fifth scenario provided in this embodiment. As shown in fig. 16, the first vehicle is a UT vehicle, which exits section a, the nose enters section C, and the tail remains in section B. If the axle leakage of the axle counter on the right side of the section A occurs, the section A reports the occupation, the section B reports the idle state and the section C reports the occupation. The second vehicle is located behind the first vehicle and travels in the same direction as the first vehicle. After the second vehicle enters the section A, the RM vehicle is upgraded to the CT vehicle. Because the second vehicle is separated from the first vehicle by a free section B, the second vehicle can stop before the green light signal machine before the first vehicle is cleared from the section C, so that the safety risk is avoided, and the rear-end screening of the rear vehicle is not influenced by the shaft leakage of the axle counting.
In fact, the scenario may also apply the front screen scheme adopted in the second scenario shown in fig. 3 and 3.
In addition, the scene of counting missed axles still includes: the shaft leakage occurs in the area occupied by the CT vehicle, the shaft leakage occurs in the area occupied by the RM vehicle with position report, and other scenes, but the vehicles in the scenes have the position report, and the ZC can obtain the positions of the vehicles, so that the safety risk caused by the shaft leakage is low, and the embodiment is not described in detail.
The embodiment provides a corresponding safe driving control means for a plurality of scenes of shaft leakage of the shaft counter, particularly provides a corresponding safe driving control means for a non-communication vehicle without position report, ensures the driving safety of the vehicle on the premise of improving the operation efficiency, and has wide application scenes.
As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
In the description of the present application, it is to be understood that the terms "first", "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implying any number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present application, "plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.
Claims (11)
1. A driving control method for determining a position report degraded vehicle backscreening result in the same-direction driving is characterized by comprising the following steps:
when recognizing that a first vehicle is changed from a communication vehicle to a non-communication vehicle in the process of cross-pressing a second zone and a third zone and a second vehicle traveling in the same direction as the first vehicle exists in the third zone, acquiring position information of the second vehicle by a zone controller ZC; the first vehicle is positioned behind the second vehicle, and the second vehicle is a degraded vehicle with position report;
the zone controller ZC determines the occupation conditions of two adjacent axle counting zones behind the second vehicle according to the position information of the second vehicle;
when at least one axle counting section in two adjacent axle counting sections is occupied, a rear screen result of a vehicle in the two rear axle counting sections is generated.
2. The method of claim 1, further comprising:
when two adjacent axle counting sections are idle, the zone controller ZC generates a rear screening result without a vehicle in the two rear axle counting sections.
3. Method according to claim 2, characterized in that zone controller ZC determines the occupancy of two adjacent axle counting zones behind a second vehicle from the position information of said second vehicle, comprising:
and when the zone controller ZC opens the shaft leakage protection switch, determining the occupation conditions of two adjacent shaft counting zones behind the second vehicle according to the position information of the second vehicle.
4. The method of claim 1, further comprising: before the first vehicle is changed from a communication vehicle to a non-communication vehicle, when the fact that the first vehicle is still occupied in a first section after being cleared from a first section adjacent to the rear of a second section is recognized, the zone controller ZC generates an axle counting and missing alarm prompt result.
5. The method of claim 1, further comprising:
and the zone controller ZC upgrades the second vehicle from the degraded vehicle with the position report to the communication vehicle according to the rear screening result of no vehicle in the two rear axle counting zones.
6. A zone controller, comprising:
the vehicle position information acquisition module is used for acquiring position information of a second vehicle when the first vehicle is identified to be changed from a communication vehicle to a non-communication vehicle in the process of pressing a second section and a third section, and the second vehicle running in the same direction as the first vehicle exists in the third section; the first vehicle is positioned behind the second vehicle, and the second vehicle is a degraded vehicle with position report;
the axle counting section occupation situation determining module is used for determining the occupation situations of two adjacent axle counting sections behind the second vehicle according to the position information of the second vehicle;
and the rear screen result generating module is used for generating a rear screen result of a vehicle in the two rear axle counting sections when at least one axle counting section in the two adjacent axle counting sections is occupied.
7. The zone controller of claim 6, wherein the rear screen result generation module is further configured to generate a rear screen result with no vehicles in the rear two axle counting sections when both adjacent axle counting sections are idle.
8. The zone controller according to claim 7, wherein the axle counting section occupancy determination module is specifically configured to determine occupancy of two adjacent axle counting sections behind the second vehicle according to the position information of the second vehicle when the zone controller ZC turns on the missed axle protection switch.
9. The zone controller of claim 6, further comprising:
and the axle counting and shaft leaking prompting result generating module is used for generating an axle counting and shaft leaking alarming prompting result when the first section is still reported to be occupied after the first vehicle is identified to be cleared from the adjacent first section behind the second section before the first vehicle is changed from the communication vehicle to the non-communication vehicle.
10. The zone controller of claim 6, further comprising:
and the vehicle upgrading module is used for upgrading the second vehicle from the degraded vehicle with the position report to the communication vehicle according to the rear screening result of no vehicle in the two rear axle counting sections.
11. A vehicle control system for determining a co-current vehicle having a position reporting degraded vehicle backscreening result, comprising: a zone controller according to any of claims 6 to 10.
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| CN113602320B (en) * | 2021-09-16 | 2023-03-24 | 卡斯柯信号有限公司 | Method for intermediate screening of zone controller between communication trains |
| CN114407984A (en) * | 2022-01-24 | 2022-04-29 | 交控科技股份有限公司 | Method and system for adjusting degraded operation plan of train |
| CN115416732B (en) * | 2022-08-19 | 2024-04-23 | 交控科技股份有限公司 | Screening method and device for hidden vehicles at front end of train and electronic equipment |
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