CN111891179A - Terminal and axle counting fault determination method - Google Patents
Terminal and axle counting fault determination method Download PDFInfo
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- CN111891179A CN111891179A CN202010819476.3A CN202010819476A CN111891179A CN 111891179 A CN111891179 A CN 111891179A CN 202010819476 A CN202010819476 A CN 202010819476A CN 111891179 A CN111891179 A CN 111891179A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
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- B61L1/00—Devices along the route controlled by interaction with the vehicle or train
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Abstract
The invention relates to the technical field of rail transit, and discloses a terminal and an axle counting fault determination method, wherein the terminal comprises a processor, a processor and a control module, wherein the processor is used for responding to the running speed sent by a target train running into a pre-designed axle area to determine target time delay and determining target offset caused by time lag based on the target time delay and the running speed; determining a target position interval where the train is located when the terminal receives the position sent by the target train according to the position sent by the target train and the target offset; if the target position interval and the preset axle counting area of the output occupied state do not have an overlapped part, the occupation of the preset axle counting area is not caused by the occupation of the train, and the axle counting fault of the axle counting equipment corresponding to the preset axle counting area can be accurately judged.
Description
Technical Field
The invention relates to the field of rail transit, in particular to a terminal and an axle counting fault determining method.
Background
With the progress of science and technology, rail transit is rapidly developed. In rail transit, whether the axle counting area is occupied by a train or not is detected through the axle counting device, the axle counting device is provided with two detection magnetic heads, when train wheels pass through the detection magnetic heads, electric signals can be detected and generated, the number of the wheels passing through the detection magnetic heads is obtained, then the number of the wheels entering the area between the two detection magnetic heads is obtained, and whether the corresponding axle counting area is in a train occupation state or not is judged.
However, the working principle and working environment of the axle counting device are complex, and the axle counting device may be in failure. In order to ensure the safety of output signals and avoid the risk of train collision, when the axle counting equipment breaks down, the occupied signals can be continuously output, namely, even if no train enters the axle counting area, the corresponding axle counting equipment can also continuously output the axle counting area to be in a train occupied state. Therefore, whether the occupied signal is output due to the axle counting fault of the axle counting equipment cannot be accurately judged.
Disclosure of Invention
The invention provides a terminal and an axle counting fault determining method, which are used for accurately judging whether an occupied signal is output due to the axle counting fault of an axle counting device.
In a first aspect, an embodiment of the present invention provides a terminal, where the terminal includes a processor and a memory;
wherein the memory stores program code that, when executed by the processor, causes the processor to perform the following:
responding to the running speed sent by a target train running into a pre-designed shaft area to determine a target time delay, and determining a target offset based on the target time delay and the running speed;
determining a target position interval according to the position sent by the target train and the target offset;
and if the target position interval and the to-be-detected axle counting area do not have an overlapped part, judging that axle counting faults occur on the axle counting equipment corresponding to the to-be-detected axle counting area, wherein the to-be-detected axle counting area is a preset axle counting area for outputting an occupied state.
According to the scheme, the position of the train in the sending process can be obtained according to the sending position of the target train running into the pre-designed axle area, however, time delay exists in data transmission, the train can possibly run for a certain distance from the time of the train sending position to the time of the terminal receiving position, the offset of the train position caused by the time delay of the data transmission can be obtained through the target time delay and the running speed sent by the target train, the target position interval where the train is located when the terminal receives the position is accurately determined according to the sending position of the train and the offset, if the target position interval and the pre-designed axle area in the output occupancy state are not overlapped, the occupation of the pre-designed axle area is not caused by the occupation of the train, and the axle counting fault of the axle counting equipment corresponding to the pre-designed axle area can be accurately determined.
In some exemplary embodiments, the processor further performs:
before judging that the axle counting equipment corresponding to the axle counting area to be detected has an axle counting fault, after the target train enters the pre-designed axle area, receiving information which is sent by other trains and used for representing that the target train completely passes through the pre-designed axle area; wherein the other trains are trains capable of determining the positions of the trains.
According to the scheme, after the target train enters the pre-designed axle area, information which is sent by other trains and used for representing that the target train completely passes through the pre-designed axle area needs to be received, the fact that no non-communication trains and other obstacles occupy the pre-designed axle area is determined, and misjudgment of axle counting faults of axle counting equipment corresponding to the pre-designed axle area due to interference of the obstacles on the pre-designed axle area is avoided.
In some exemplary embodiments, the processor further performs:
and if receiving information which is sent by other trains and used for representing that the target train completely passes through the pre-designed axle area before the target train enters the pre-designed axle area, judging that axle counting faults occur on axle counting equipment corresponding to the pre-designed axle area in the output occupied state.
According to the scheme, if the information which is sent by other trains and used for representing that the target train completely passes through the pre-designed axle area is received before the target train enters the pre-designed axle area, and no train is occupied on the pre-designed axle area, the axle counting fault of the axle counting equipment corresponding to the pre-designed axle area outputting the occupied state can be directly judged, and the judgment process is simplified.
In some exemplary embodiments, the processor is further configured to:
taking the product of the running speed and the target time delay as the target offset; or
And determining a first offset according to the product of the running speed and the target time delay, determining a second offset according to the acceleration corresponding to the target train and the target time delay, and taking the sum of the first offset and the second offset as the target offset.
According to the scheme, the product of the running speed and the target time delay is used as the target offset, so that the target offset of the train running at a constant speed can be accurately and conveniently obtained; and determining a first offset by the product of the running speed and the target time delay, and taking the sum of the first offset and a second offset obtained according to the acceleration and the target time delay as the target offset, thereby accurately and conveniently obtaining the target offset of the train in variable-speed running.
In some exemplary embodiments, the processor is further configured to:
shifting the sent position forwards by the target offset to obtain an initial position of the target position interval; and
and shifting the sent position backwards by the target offset to obtain the end position of the target position interval.
According to the scheme, the most forward position where the train is possibly located when the terminal receives the position is obtained by shifting the sent position forwards by the target offset, and the most forward position is used as the starting position of the target position interval; and the terminal receives the position and then obtains the most backward position of the train, which is probably located when the terminal receives the position, by shifting the sent position backwards by the target offset, and the most backward position is used as the termination position of the target position interval, so that the target position interval is accurately and conveniently obtained.
In a second aspect, an embodiment of the present invention provides an axle counting fault determining method, including:
responding to the running speed sent by a target train running into a pre-designed shaft area to determine a target time delay, and determining a target offset based on the target time delay and the running speed;
determining a target position interval according to the position sent by the target train and the target offset;
and if the target position interval and the to-be-detected axle counting area do not have an overlapped part, judging that axle counting faults occur on the axle counting equipment corresponding to the to-be-detected axle counting area, wherein the to-be-detected axle counting area is a preset axle counting area for outputting an occupied state.
In some exemplary embodiments, before determining that an axle counting fault occurs in an axle counting device corresponding to an axle counting area to be detected, the method further includes:
after the target train drives into the pre-designed axle area, receiving information which is sent by other trains and used for representing that the target train completely drives through the pre-designed axle area;
wherein the other trains are trains capable of determining the positions of the trains.
In some exemplary embodiments, the method further comprises:
and if receiving information which is sent by other trains and used for representing that the target train completely passes through the pre-designed axle area before the target train enters the pre-designed axle area, judging that axle counting faults occur on axle counting equipment corresponding to the pre-designed axle area in the output occupied state.
In some exemplary embodiments, determining the target offset based on the target time delay and the operating speed of the target train delivery entering the pre-designed axle area comprises:
taking the product of the running speed and the target time delay as the target offset; or
And determining a first offset according to the product of the running speed and the target time delay, determining a second offset according to the acceleration corresponding to the target train and the target time delay, and taking the sum of the first offset and the second offset as the target offset.
In some exemplary embodiments, determining a target location interval according to the location sent by the target train and the target offset includes:
shifting the sent position forwards by the target offset to obtain an initial position of the target position interval; and
and shifting the sent position backwards by the target offset to obtain the end position of the target position interval.
In a third aspect, an embodiment of the present invention provides an axle counting fault determining apparatus, including:
the time delay determining module is used for responding to the running speed sent by the target train which is received by the communication module and enters the pre-designed axle area to determine the target time delay;
an offset determination module for determining a target offset based on the target time delay and the operating speed;
a position interval determining module, configured to determine a target position interval according to the position sent by the target train and the target offset received by the communication module;
and the judging module is used for judging that the axle counting fault occurs in the axle counting equipment corresponding to the axle counting area to be detected if the target position area and the axle counting area to be detected do not have an overlapped part, wherein the axle counting area to be detected is a preset axle counting area for outputting an occupied state.
In some exemplary embodiments, the communication module is further configured to:
before the judging module judges that the axle counting equipment corresponding to the axle counting area to be detected has the axle counting fault, after the target train enters the pre-designed axle area, receiving information which is sent by other trains and used for representing that the target train completely passes through the pre-designed axle area; wherein the other trains are trains capable of determining the positions of the trains.
In some exemplary embodiments, the determining module is further configured to:
and if the information which is sent by other trains and used for representing that the target train completely passes through the pre-designed axle area is received through the communication module before the target train enters the pre-designed axle area, judging that axle counting faults occur on axle counting equipment corresponding to the pre-designed axle area in the output occupied state.
In some exemplary embodiments, the offset determination module determines the target offset based on the target time delay and the operating speed of the target train traveling into the pre-designed axle area, including:
taking the product of the running speed and the target time delay as the target offset; or
And determining a first offset according to the product of the running speed and the target time delay, determining a second offset according to the acceleration corresponding to the target train and the target time delay, and taking the sum of the first offset and the second offset as the target offset.
In some exemplary embodiments, the determining a target location interval by the location interval determining module according to the location sent by the target train and the target offset includes:
shifting the sent position forwards by the target offset to obtain an initial position of the target position interval; and
and shifting the sent position backwards by the target offset to obtain the end position of the target position interval.
In a fourth aspect, an embodiment of the present invention provides a computer-readable storage medium, on which a computer program is stored, which when executed by a processor implements the steps of the method according to the first aspect.
In addition, for technical effects brought by any one implementation manner of the second aspect to the fourth aspect, reference may be made to technical effects brought by different implementation manners of the first aspect, and details are not described here.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without inventive exercise.
Fig. 1 is a schematic view of an application scenario provided in an embodiment of the present invention;
FIG. 2 is a schematic flow chart of a method for determining axle counting faults according to an embodiment of the present invention;
fig. 3A is a schematic diagram of a position relationship between a target train and a preset axle area according to an embodiment of the present invention;
fig. 3B is a schematic diagram of a position relationship between another target train and a preset axle area according to an embodiment of the present invention;
FIG. 4 is a schematic flow chart of another axle counting fault determination method provided by the embodiment of the invention;
fig. 5A is a schematic diagram of a position relationship between a target train and another train according to an embodiment of the present invention;
fig. 5B is a schematic diagram of a position relationship between another target train and another train according to an embodiment of the present invention;
fig. 6A is a schematic diagram of a position relationship between another train and a preset axle area according to an embodiment of the present invention;
fig. 6B is a schematic diagram of a position relationship between another train and a preset axle counting area according to an embodiment of the present invention;
FIG. 6C is a schematic diagram of a position relationship between another train and a predetermined axle area according to an embodiment of the present invention;
fig. 7 is a schematic structural diagram of an axle counting fault determination apparatus according to an embodiment of the present invention;
fig. 8 is a schematic block diagram of a terminal according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention clearer, the present invention will be described in further detail with reference to the accompanying drawings, and it is apparent that the described embodiments are only a part of the embodiments of the present invention, not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The term "and/or" in the embodiments of the present invention describes an association relationship of associated objects, and indicates that three relationships may exist, for example, a and/or B may indicate: a exists alone, A and B exist simultaneously, and B exists alone. The character "/" generally indicates that the former and latter associated objects are in an "or" relationship.
The terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the 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, "a plurality" means two or more unless otherwise specified.
In the description of the present application, it is to be noted that, unless otherwise explicitly stated or limited, the term "connected" is to be understood broadly, and may for example be directly connected, indirectly connected through an intermediate medium, or be a communication between two devices. The specific meaning of the above terms in the present application can be understood in a specific case by those of ordinary skill in the art.
In rail transit, whether the axle counting area is occupied by a train or not is detected through the axle counting device, the axle counting device is provided with two detection magnetic heads, when train wheels pass through the detection magnetic heads, electric signals can be detected and generated, the number of the wheels passing through the detection magnetic heads is obtained, then the number of the wheels entering the area between the two detection magnetic heads is obtained, and whether the corresponding axle counting area is in a train occupation state or not is judged.
However, the working principle and working environment of the axle counting device are complex, and the axle counting device may be in failure. In order to ensure the safety of output signals and avoid the risk of train collision, when the axle counting equipment breaks down, the occupied signals can be continuously output, namely, even if no train enters the axle counting area, the corresponding axle counting equipment can also continuously output the axle counting area to be in a train occupied state. Therefore, whether the occupied signal is output due to the axle counting fault of the axle counting equipment cannot be accurately judged.
The embodiment of the invention provides a terminal and an axle counting fault determining method in order to accurately judge whether an occupied signal is output due to the axle counting fault of an axle counting device, and the disclosure is further described in detail by combining the attached drawings and specific embodiments.
Fig. 1 is a schematic view of an application scenario provided in an embodiment of the present invention. In this application scenario, a terminal 100 and a train 200 are included.
The train 200 can run at a constant speed or at a variable speed in a preset axle area.
The terminal 100 is preset with the information about the pre-designed shaft area and the train 200.
The terminal 100 also performs data communication with the train 200 through a plurality of communication means. For example: the terminal 100 receives the running speed and the location transmitted from the train 200.
The terminal 100 may determine a target time delay in response to a running speed sent by a target train entering a pre-designed axle area, and determine a target offset based on the target time delay and the running speed; a target position interval can be determined according to the position sent by the target train and the target offset; and if the target position interval and the to-be-detected axle counting area do not have an overlapped part, judging that axle counting faults occur on the axle counting equipment corresponding to the to-be-detected axle counting area, wherein the to-be-detected axle counting area is a preset axle counting area for outputting an occupied state.
The terminal 100 may be a Zone Controller (ZC) in a Communication based train Control System (CBTC).
The application scenarios described above are merely examples of application scenarios for implementing the embodiments of the present application, and the embodiments of the present application are not limited to the application scenarios described above.
The following describes the technical solutions of the present application and how to solve the above technical problems with specific embodiments. The following several specific embodiments may be combined with each other, and details of the same or similar concepts or processes may not be repeated in some embodiments. Embodiments of the present application will be described below with reference to the accompanying drawings.
Fig. 2 is a schematic flowchart of an axle counting fault determining method provided in an embodiment of the present invention, which is applied to the terminal, and as shown in fig. 2, the method may include:
step 201: the method comprises the steps of responding to the running speed sent by a target train running into a pre-designed shaft area to determine target time delay, and determining target offset based on the target time delay and the running speed.
In this embodiment, the target train is a train capable of determining the position of the target train, and the number of the target train may be one or more, and if the terminal determines that the position of the target train is not in the axle counting area outputting the occupied state, it may be determined that an axle counting fault occurs in the axle counting device corresponding to the axle counting area. However, there is a time delay when the train sends data to the terminal, for example, it takes time for the train to perform data encapsulation, the transmission system to transmit the data frame, and the terminal to perform decapsulation after receiving the data frame.
The target time delay may be obtained according to a communication protocol for communication between the target train and the terminal. Illustratively, after receiving information sent by a target train, a terminal sends control information to the target train, wherein the control information carries a first timestamp for sending the control information; and the target train determines to receive the second timestamp of the control information and sends feedback information to the terminal, the feedback information carries the first timestamp, the second timestamp and a third timestamp for sending the feedback information, and the terminal determines the target time delay based on the fourth timestamp for receiving the feedback information, the first timestamp, the second timestamp and the third timestamp in the feedback information.
In some embodiments, determining the target offset according to the target time delay and the running speed of the target train entering the pre-designed axle area may be implemented by, but is not limited to:
1) and taking the product of the running speed and the target time delay as the target offset.
In some embodiments, the target train sends information such as a running direction and a running mode to the terminal, and if the terminal determines that the target train runs at a constant speed based on the running mode sent by the target train, the product of the running speed of the target train and the target time delay can be directly used as the target offset. For example:
target offset Δ P ═ V0*T，V0For the running speed, T is the target delay.
2) And determining a first offset according to the product of the running speed and the target time delay, determining a second offset according to the acceleration corresponding to the target train and the target time delay, and taking the sum of the first offset and the second offset as the target offset.
In some embodiments, the target train is in variable-speed running, and the target offset of the target train cannot be accurately determined only by considering the running speed and the target time delay of the target train, so that the accuracy of subsequently judging the failure of the axle counting equipment is influenced. Accordingly, when the target train is traveling at a variable speed, the influence of the acceleration needs to be taken into consideration.
Illustratively, according to the maximum acceleration which can be achieved by the target train and the target time delay, a second offset under the influence of the maximum acceleration of the target train is obtained; taking the product of the running speed of the target train and the target time delay as a first offset; the sum of the first offset and the second offset is the target offset of the target train. By considering the maximum acceleration which can be achieved by the target train, the maximum target offset which can possibly occur by the target train can be obtained, so that the subsequently determined target position interval covers all possible positions of the train when the terminal receives the position. For example:
target offset Δ P ═ V0*T+1/2*amax*T2，V0For running speed, T is target time delay, amaxThe maximum acceleration that can be achieved by the target train.
Or obtaining a second offset under the influence of the historical acceleration according to the historical acceleration and the target time delay determined by the statistical target train in the historical driving record of the pre-designed axle area; taking the product of the running speed of the target train and the target time delay as a first offset; the sum of the first offset and the second offset is the target offset of the target train. By considering the historical acceleration of the target train in the preset axle area, the most probable target offset of the target train can be obtained. For example:
target offset Δ P ═ V0*T+1/2*a0*T2，V0For running speed, T is target time delay, a0Is the above-mentioned historical acceleration.
In some other specific embodiments, if the target train is in a uniform acceleration driving mode, the target train may send information such as driving acceleration to the terminal, and the terminal determines the second offset based on the acceleration and the target time delay.
The above several ways of determining the target offset are only examples, and other ways of determining the target offset may also be used, and are not described herein again.
Step 202: and determining a target position interval according to the position sent by the target train and the target offset.
In this embodiment, after determining the target offset that affects the train operation due to the time delay, the target location interval where the train is located when the terminal receives the location under the influence of the time delay can be obtained.
In some embodiments, the target train does not send information such as a driving direction to the terminal, or the driving direction of the target train is in a change, and in such a scenario, the target position interval may be determined by:
shifting the sent position forwards by the target offset to obtain an initial position of the target position interval; and shifting the sent position backwards by the target offset to obtain the end position of the target position interval.
Illustratively, the sent positions comprise a head position and a tail position of a target train, and the head position is shifted forwards by the target offset to obtain a most forward position where the whole train may be located when the terminal receives the position; and the tail position of the train is deviated backwards by the target deviation amount to obtain the most backward position of the whole train when the terminal receives the position.
In some embodiments, the target train may send information such as a driving direction to the terminal, and the driving direction of the target train does not change within a certain time, which may be obtained by:
1) the running direction is continuously forward, the position of the train head is shifted forward by the target offset, and the most forward position of the whole train possibly located when the terminal receives the position is obtained; and taking the tail position of the train as the most backward position where the whole train can be located when the terminal receives the position.
2) The running direction is backward running, the sent running speed is zero or backward speed, and the locomotive position is taken as the most forward position where the whole train is possibly located when the terminal receives the position; and the tail position of the train is deviated backwards by the target deviation amount to obtain the most backward position of the whole train when the terminal receives the position.
3) The driving direction is backward driving and forward speed, and the target train has forward speed, so the driving direction is not changed immediately, and the target train can not be converted into backward driving until the target train decelerates forward and stops. If the time required by the train to decelerate forwards until the train stops does not exceed the target time delay, the position of the train head can be shifted forwards by the target offset to obtain the most forward position of the whole train when the terminal receives the position, and the position of the train tail is taken as the most backward position of the whole train when the terminal receives the position; if the required time exceeds the target time delay, the position of the train head can be shifted forwards by the target offset to obtain the most forward position of the whole train when the terminal receives the position, and the position of the train tail is shifted backwards by the target offset to obtain the most backward position of the whole train when the terminal receives the position.
The above is merely an example of a feasible way of determining the target position interval in several possible scenarios, and the target position interval may be determined in other ways.
Step 203: and if the target position interval and the to-be-detected axle counting area have no overlapping part, judging that the axle counting fault occurs in the axle counting equipment corresponding to the to-be-detected axle counting area.
The shaft counting area to be detected is a preset shaft counting area for outputting an occupied state.
In this embodiment, for the axle counting area to be detected, only the occupation state possibly caused by the train occupation or the occupation state caused by the axle counting fault of the axle counting device may be detected, and if there is no overlapping portion between the target position area and the axle counting area to be detected, it is indicated that the axle counting fault of the axle counting device corresponding to the axle counting area to be detected may be directly determined, instead of the occupation state caused by the train occupation.
As described above, the number of the target trains may be one or more, and when there are a plurality of target trains, it can be determined that the axle counting device corresponding to the axle counting area to be detected has an axle counting fault only if there is no overlapping portion between the target position interval of each target train and the axle counting area to be detected.
The description will be given by taking an example that a target train and a preset axle counting area comprise four axle counting areas (respectively marked as an axle counting area 1, an axle counting area 2, an axle counting area 3 and an axle counting area 4):
fig. 3A is a schematic diagram of a position relationship between the target train and the preset axle counting area at time T1, and referring to fig. 3A, the axle counting area 1 and the axle counting area 4 are in an idle state, and the axle counting area 2 and the axle counting area 3 are in an occupied state. At T1, the target train is in the axle counting area 2, but the determined target position interval is overlapped with the axle counting area 2 and the axle counting area 3, so that the target train may occupy the axle counting area 2 and the axle counting area 3, and at this time, whether the axle counting area 2 and the axle counting area 3 are occupied states caused by the occupation of the target train or occupied states caused by axle counting faults of axle counting equipment cannot be judged;
fig. 3B is a schematic diagram of a position relationship between the target train and the preset axle counting area at time T2, and referring to fig. 3B, the axle counting area 1 and the axle counting area 4 are in an idle state, and the axle counting area 2 and the axle counting area 3 are in an occupied state. At T2, the target train is in the axle counting area 3, and the determined target position interval is only overlapped with the axle counting area 3, namely, the target train only occupies the axle counting area 3, and the axle counting equipment corresponding to the axle counting area 2 has an axle counting fault.
The above embodiment is only for explaining how to judge that the axle counting device has the axle counting fault, and the number of the target trains, the number of the axle counting areas included in the preset axle counting area, the position of the target train, and the occupied state of each axle counting area are not limited.
According to the scheme, the position of the train in the transmission process can be obtained according to the position transmitted by the target train running into the pre-designed axle area, the offset of the train position caused by time lag of data transmission can be obtained through target time delay and the running speed transmitted by the target train, the target position interval where the train is located when the terminal receives the position is accurately determined according to the position transmitted by the train and the offset, and if the target position interval does not overlap with the pre-designed axle area outputting the occupied state, the occupation of the pre-designed axle area is not caused by the occupation of the train, and the axle counting fault of the axle counting equipment corresponding to the pre-designed axle area can be accurately determined.
In some specific embodiments, if there is a pre-designed axle area with an output occupation state before the target train drives into the pre-designed axle area, the target train drives into the pre-designed axle area with the output occupation state at a slower speed, and after the target train completely drives out of the pre-designed axle area with the output occupation state (the train tail leaves the axle counting area), whether an axle counting fault occurs in the corresponding axle counting device is judged according to the current output state of the axle counting area. For example: if the output state or the occupied state of the axle counting area is the train axle counting fault, judging that the corresponding axle counting equipment has the axle counting fault according to the incompressible overlapping characteristic of the train entity and the uniqueness of the train running path (namely, the train can only drive from one axle counting area to the adjacent axle counting area along the track, so that the other trains cannot completely drive through the pre-designed axle counting area when other obstacles exist).
Fig. 4 is a schematic flowchart of another axle counting fault determining method provided in an embodiment of the present invention, which is applied to the terminal, and as shown in fig. 4, the method may include:
step 401: and after the target train drives into the pre-designed axle area, receiving information which is sent by other trains and used for representing that the target train completely drives through the pre-designed axle area.
Wherein the other trains are trains capable of determining the positions of the trains.
In this embodiment, a train or other obstacles may exist in the pre-designed axle area, and the position of the train or other obstacles may not be determined, and the obstacles may occupy the pre-designed axle area, so that even if the target train does not occupy the pre-designed axle area, it may not be accurately determined that an axle counting fault occurs in the axle counting device corresponding to the pre-designed axle area. Based on this, before determining that the axle counting fault occurs to the axle counting device corresponding to the pre-designed axle area, the interference of the obstacle needs to be eliminated.
For example, other trains capable of determining the position of the train enter the pre-designed axle area before the target train, and because the train can only enter the adjacent axle area from one axle area along the track, the other trains cannot completely pass through the pre-designed axle area when other obstacles exist, and if information which is sent by the other trains and used for indicating that the trains completely pass through the pre-designed axle area is received, no obstacle occupies the pre-designed axle area.
The description is also given by taking an example that one target train and the preset axle counting area comprise four axle counting areas (respectively marked as an axle counting area 1, an axle counting area 2, an axle counting area 3 and an axle counting area 4):
referring to fig. 5A, another train enters the pre-designed axle area from the axle counting area 1 before the target train, and the target train enters from the axle counting area 1 when another train is in the axle counting area 3. Referring to fig. 5B, after the other train completely passes through the pre-designed axle area (the tail of the other train leaves the end position of the axle counting area 4), the target train is in the axle counting area 2.
The above embodiments are only for better explaining the entering sequence of other trains and the target train, and do not limit the specific entering timing of other trains and the target train.
In some embodiments, the other train may have completely traveled over the pre-designed axle area before the target train enters the pre-designed axle area. In the scene, when other trains completely pass through the preset axle area (the train tail already leaves the termination position of the preset axle area), no train or other obstacles occupy the preset axle area, so that if the preset axle area outputting the occupied state exists at the moment, the axle-counting fault of the corresponding axle-counting equipment can be directly judged.
The description is also given by taking an example that one target train and the preset axle counting area comprise four axle counting areas (respectively marked as an axle counting area 1, an axle counting area 2, an axle counting area 3 and an axle counting area 4):
referring to fig. 6A, when the tail of another train exits the axle counting area 1, it is ensured that no train or other obstacles occupy the axle counting area 1; referring to fig. 6B, only the train head of the other train runs out of the axle counting area 4, and the occupation of the axle counting area 4 by the train body part of the other train cannot be eliminated; referring to fig. 6C, the other train tails exit the axle counting area 4, which ensures that no train or other obstacle is occupied in the whole axle counting area.
According to the scheme, if the information which is sent by other trains and used for representing that the target train completely passes through the pre-designed axle area is received before the target train enters the pre-designed axle area, and no train is occupied on the pre-designed axle area, the axle counting fault of the axle counting equipment corresponding to the pre-designed axle area outputting the occupied state can be directly judged, and the judgment process is simplified.
Step 402: and determining a target offset according to the target time delay and the running speed sent by the target train.
Step 403: and determining a target position interval according to the position sent by the target train and the target offset.
Step 404: and if the target position interval and the to-be-detected axle counting area do not have an overlapped part, judging that axle counting faults occur on the axle counting equipment corresponding to the to-be-detected axle counting area, wherein the to-be-detected axle counting area is a preset axle counting area for outputting an occupied state.
The implementation of steps 402-404 is the same as that of steps 201-203, and will not be described herein again.
According to the scheme, after the target train enters the pre-designed axle area, information which is sent by other trains and used for representing that the target train completely passes through the pre-designed axle area needs to be received, the fact that no obstacle such as a non-communication train interferes is determined, and misjudgment of axle counting faults of axle counting equipment corresponding to the pre-designed axle area due to interference of the obstacle on the pre-designed axle area is avoided.
As shown in fig. 7, based on the same inventive concept, an embodiment of the present invention provides an axle counting fault determining apparatus 700, including: a delay determination module 701, a communication module 702, an offset determination module 703, a location interval determination module 704, and a determination module 705.
The time delay determining module 701 determines a target time delay in response to the running speed, which is received through the communication module 702 and sent by the target train running into the pre-designed axle area;
an offset determining module 703, configured to determine a target offset based on the target time delay and the operating speed;
a location interval determining module 704, configured to determine a target location interval according to the location sent by the target train and the target offset received by the communication module 702;
the determining module 705 is configured to determine that an axle counting fault occurs in the axle counting device corresponding to the axle counting area to be detected if there is no overlapping portion between the target position area and the axle counting area to be detected, where the axle counting area to be detected is a preset axle counting area outputting an occupied state.
In some exemplary embodiments, the communication module 702 is further configured to:
before the judging module 705 judges that the axle counting equipment corresponding to the axle counting area to be detected has the axle counting fault, after the target train enters the pre-designed axle area, receiving information which is sent by other trains and used for representing that the target train completely passes through the pre-designed axle area; wherein the other trains are trains capable of determining the positions of the trains.
In some exemplary embodiments, the determining module 705 is further configured to:
if the information which is sent by other trains and used for representing that the target train completely passes through the pre-designed axle area is received through the communication module 702 before the target train enters the pre-designed axle area, it is determined that axle counting faults occur on axle counting equipment corresponding to the pre-designed axle area in the output occupied state.
In some exemplary embodiments, the offset determining module 703 determines the target offset according to the target time delay and the running speed sent by the target train entering the pre-designed axle area, including:
taking the product of the running speed and the target time delay as the target offset; or
And determining a first offset according to the product of the running speed and the target time delay, determining a second offset according to the acceleration corresponding to the target train and the target time delay, and taking the sum of the first offset and the second offset as the target offset.
In some exemplary embodiments, the determining a target location interval by the location interval determining module 704 according to the position sent by the target train and the target offset includes:
shifting the sent position forwards by the target offset to obtain an initial position of the target position interval; and
and shifting the sent position backwards by the target offset to obtain the end position of the target position interval.
Since the apparatus is the apparatus in the method in the embodiment of the present invention, and the principle of the apparatus for solving the problem is similar to that of the method, the implementation of the apparatus may refer to the implementation of the method, and repeated details are not repeated.
As shown in fig. 8, based on the same inventive concept, an embodiment of the present invention provides a terminal 800, including: a processor 801 and a memory 802;
a memory 802 for storing computer programs executed by the processor 801. The memory 802 may be a volatile memory (volatile memory), such as a random-access memory (RAM); the memory 802 may also be a non-volatile memory (non-volatile memory) such as, but not limited to, a read-only memory (rom), a flash memory (flash memory), a Hard Disk Drive (HDD) or a solid-state drive (SSD), or the memory 802 may be any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer. The memory 802 may be a combination of the above.
The processor 801 may include one or more Central Processing Units (CPUs), Graphics Processing Units (GPUs), or digital Processing units (dsps), among others.
The embodiment of the present invention does not limit the specific connection medium between the memory 802 and the processor 801. In fig. 8, the memory 802 and the processor 801 are connected by a bus 803, the bus 803 is represented by a thick line in fig. 8, and the connection manner between other components is only schematically illustrated and is not limited. The bus 803 may be divided into an address bus, a data bus, a control bus, and the like. For ease of illustration, only one thick line is shown in FIG. 8, but this is not intended to represent only one bus or type of bus.
In addition, the terminal 800 further includes a transmission interface (not shown), and performs data transmission with the train through the transmission interface.
Wherein the memory stores program code that, when executed by the processor, causes the processor to perform the following:
responding to the running speed sent by a target train running into a pre-designed shaft area to determine a target time delay, and determining a target offset based on the target time delay and the running speed;
determining a target position interval according to the position sent by the target train and the target offset;
and if the target position interval and the to-be-detected axle counting area do not have an overlapped part, judging that axle counting faults occur on the axle counting equipment corresponding to the to-be-detected axle counting area, wherein the to-be-detected axle counting area is a preset axle counting area for outputting an occupied state.
Optionally, the processor further performs:
before judging that the axle counting equipment corresponding to the axle counting area to be detected has an axle counting fault, after the target train enters the pre-designed axle area, receiving information which is sent by other trains and used for representing that the target train completely passes through the pre-designed axle area; wherein the other trains are trains capable of determining the positions of the trains.
Optionally, the processor further performs:
and if receiving information which is sent by other trains and used for representing that the target train completely passes through the pre-designed axle area before the target train enters the pre-designed axle area, judging that axle counting faults occur on axle counting equipment corresponding to the pre-designed axle area in the output occupied state.
Optionally, the processor specifically executes:
taking the product of the running speed and the target time delay as the target offset; or
And determining a first offset according to the product of the running speed and the target time delay, determining a second offset according to the acceleration corresponding to the target train and the target time delay, and taking the sum of the first offset and the second offset as the target offset.
Optionally, the processor specifically executes:
shifting the sent position forwards by the target offset to obtain an initial position of the target position interval; and
and shifting the sent position backwards by the target offset to obtain the end position of the target position interval.
Since the device is a device for executing the method in the embodiment of the present invention, and the principle of the device for solving the problem is similar to that of the method, the implementation of the device may refer to the implementation of the method, and repeated details are not repeated.
An embodiment of the present invention provides a computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, implements the steps of the axle counting fault determination method described above. The readable storage medium may be a nonvolatile readable storage medium, among others.
The present application is described above with reference to block diagrams and/or flowchart illustrations of methods, apparatus (systems) and/or computer program products according to embodiments of the invention. It will be understood that one block of the block diagrams and/or flowchart illustrations, and combinations of blocks in the block diagrams and/or flowchart illustrations, 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, and/or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer and/or other programmable data processing apparatus, create means for implementing the functions/acts specified in the block diagrams and/or flowchart block or blocks.
Accordingly, the subject application may also be embodied in hardware and/or in software (including firmware, resident software, micro-code, etc.). Furthermore, the present application may take the form of a computer program product on a computer-usable or computer-readable storage medium having computer-usable or computer-readable program code embodied in the medium for use by or in connection with an instruction execution system. In the context of this application, a computer-usable or computer-readable medium may be any medium that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device.
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 invention without departing from the spirit and scope of the invention. Thus, if such modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include such modifications and variations.
Claims (10)
1. A terminal, characterized in that the terminal comprises a processor and a memory;
wherein the memory stores program code that, when executed by the processor, causes the processor to perform the following:
responding to the running speed sent by a target train running into a pre-designed shaft area to determine a target time delay, and determining a target offset based on the target time delay and the running speed;
determining a target position interval according to the position sent by the target train and the target offset;
and if the target position interval and the to-be-detected axle counting area do not have an overlapped part, judging that axle counting faults occur on the axle counting equipment corresponding to the to-be-detected axle counting area, wherein the to-be-detected axle counting area is a preset axle counting area for outputting an occupied state.
2. The terminal of claim 1, wherein the processor further performs:
before judging that the axle counting equipment corresponding to the axle counting area to be detected has an axle counting fault, after the target train enters the pre-designed axle area, receiving information which is sent by other trains and used for representing that the target train completely passes through the pre-designed axle area; wherein the other trains are trains capable of determining the positions of the trains.
3. The terminal of claim 2, wherein the processor further performs:
and if receiving information which is sent by other trains and used for representing that the target train completely passes through the pre-designed axle area before the target train enters the pre-designed axle area, judging that axle counting faults occur on axle counting equipment corresponding to the pre-designed axle area in the output occupied state.
4. The terminal of claim 1, wherein the processor is further configured to:
taking the product of the running speed and the target time delay as the target offset; or
And determining a first offset according to the product of the running speed and the target time delay, determining a second offset according to the acceleration corresponding to the target train and the target time delay, and taking the sum of the first offset and the second offset as the target offset.
5. The terminal of any of claims 1-4, wherein the processor is further configured to:
shifting the sent position forwards by the target offset to obtain an initial position of the target position interval; and
and shifting the sent position backwards by the target offset to obtain the end position of the target position interval.
6. An axle counting fault determination method, comprising:
determining a target offset according to the target time delay and the running speed sent by a target train running into a pre-designed axle area;
determining a target position interval according to the position sent by the target train and the target offset;
and if the target position interval and the to-be-detected axle counting area do not have an overlapped part, judging that axle counting faults occur on the axle counting equipment corresponding to the to-be-detected axle counting area, wherein the to-be-detected axle counting area is a preset axle counting area for outputting an occupied state.
7. The method according to claim 6, wherein before determining that the axle counting fault occurs in the axle counting device corresponding to the axle counting area to be detected, the method further comprises:
after the target train drives into the pre-designed axle area, receiving information which is sent by other trains and used for representing that the target train completely drives through the pre-designed axle area;
wherein the other trains are trains capable of determining the positions of the trains.
8. The method of claim 7, further comprising:
and if receiving information which is sent by other trains and used for representing that the target train completely passes through the pre-designed axle area before the target train enters the pre-designed axle area, judging that axle counting faults occur on axle counting equipment corresponding to the pre-designed axle area in the output occupied state.
9. The method of claim 6, wherein determining a target offset based on a target time delay and a running speed delivered by a target train entering a pre-designed axle area comprises:
taking the product of the running speed and the target time delay as the target offset; or
And determining a first offset according to the product of the running speed and the target time delay, determining a second offset according to the acceleration corresponding to the target train and the target time delay, and taking the sum of the first offset and the second offset as the target offset.
10. The method according to any one of claims 6 to 9, wherein determining a target position interval according to the position transmitted by the target train and the target offset comprises:
shifting the sent position forwards by the target offset to obtain an initial position of the target position interval; and
and shifting the sent position backwards by the target offset to obtain the end position of the target position interval.
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| CN202010819476.3A CN111891179A (en) | 2020-08-14 | 2020-08-14 | Terminal and axle counting fault determination method |
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| CN202010819476.3A CN111891179A (en) | 2020-08-14 | 2020-08-14 | Terminal and axle counting fault determination method |
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Application publication date: 20201106 |