CN114537468A - Method for judging axle counting fault section, electronic equipment and storage medium - Google Patents
Method for judging axle counting fault section, electronic equipment and storage medium Download PDFInfo
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- CN114537468A CN114537468A CN202011348061.9A CN202011348061A CN114537468A CN 114537468 A CN114537468 A CN 114537468A CN 202011348061 A CN202011348061 A CN 202011348061A CN 114537468 A CN114537468 A CN 114537468A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L1/00—Devices along the route controlled by interaction with the vehicle or train
- B61L1/16—Devices for counting axles; Devices for counting vehicles
- B61L1/169—Diagnosis
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
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Abstract
The application discloses a judging method of an axle counting fault section, electronic equipment and a storage medium, wherein the method comprises the following steps: determining the occupation of a section to be judged, wherein no train exists in the section to be judged; determining that a physical section in the range L behind the starting point of the section to be judged is clear, or determining that a train exists in the physical section in the range L behind the starting point of the section to be judged, successfully screening a tail train if the running direction of the train is far away from the section to be judged, and successfully screening a head train if the running direction of the train is towards the section to be judged; determining that a physical section in the range L in front of the end point of the section to be judged is clear, or determining that a train exists in the physical section in the range L in front of the end point of the section to be judged, successfully screening a tail train if the running direction of the train is far away from the section to be judged, and successfully screening a head train if the running direction of the train is towards the section to be judged; and when the sections to be judged simultaneously meet the conditions, determining the sections to be judged as the axle counting fault sections. The scheme makes the section ARB judgment safer.
Description
Technical Field
The invention relates to the technical field of rail transit signals, in particular to a method for judging an axle counting fault section, electronic equipment and a storage medium.
Background
In an urban rail transit system, a meter shaft device is used as a bottom layer device for checking a zone occupation idle state, and once a fault occurs, a Report occupation state which is wrong even if no train is actually occupied can be caused, and the state becomes a zone permanent Report occupation (ARB), namely a meter shaft fault zone.
In the prior art, the condition for judging the section ARB is as follows: firstly, the section to be judged occupies, and no train exists; secondly, the Train coming out of the adjacent physical section in the uplink direction or the Train closest to the section to be judged in the adjacent physical section is a CBTC (Communication Based Train Control system) Train (which refers to a Train capable of communicating with a Zone Controller (ZC) and can realize unmanned driving); and thirdly, the adjacent physical sections in the descending direction are cleared or the train closest to the section to be judged in the adjacent physical sections is the CBTC train.
In the technology, the CBTC train tail screen far away from the zone to be judged is not considered to be unsuccessful, a non-communication train (a train which cannot communicate with the ZC and can only be driven by a driver) is hidden at the tail part, after the CBTC train leaves the zone to be judged, the non-communication train stays in the zone to be judged, the ZC misjudges the ARB, and the risk that the rear CBTC train enters the ARB zone and collides with the non-communication train exists.
Disclosure of Invention
In view of the above-mentioned drawbacks or shortcomings in the prior art, it is desirable to provide a method for determining a faulty section of an axle counter, an electronic device and a storage medium.
In a first aspect, the present invention provides a method for determining an axle counting fault section, including:
determining the occupation of a section to be judged, wherein no train exists in the section to be judged;
determining that a physical section in the range L behind the starting point of the section to be judged is clear, or determining that a train exists in the physical section in the range L behind the starting point of the section to be judged, successfully screening a tail train if the running direction of the train is far away from the section to be judged, and successfully screening a head train if the running direction of the train is towards the section to be judged; l is the non-communication train running distance in the delay period of the axle counting occupation state;
determining that a physical section in the range L in front of the end point of the section to be judged is clear, or determining that a train exists in the physical section in the range L in front of the end point of the section to be judged, successfully screening a tail train if the running direction of the train is far away from the section to be judged, and successfully screening a head train if the running direction of the train is towards the section to be judged;
and when the sections to be judged simultaneously meet the conditions, determining the sections to be judged as the axle counting fault sections.
In one embodiment, L is determined by:
acquiring the highest running speed of the train for cutting off ATP;
obtaining the time delay of the occupation state of the axle counting;
and determining L according to the highest running speed of the train for cutting off ATP and the delay of the occupancy state of the axle counting.
In one embodiment, determining L according to the maximum operation speed of the train for cutting off ATP and the delay of the occupancy state of the axle counting comprises:
determining the product of the highest running speed of the train for cutting off the ATP and the delay of the occupancy state of the axle counting;
the product is taken as L.
In one embodiment, if all the physical sections in the range L are within the control range of the first zone controller, determining the time delay of the occupancy state of the axle counter comprises:
acquiring first delay time for the axle counting equipment to send state information to the computer interlock, wherein the state information comprises the train entering a physical section;
acquiring second delay time for the computer to send the physical segment occupation state to the first zone controller in an interlocking manner;
and determining the time delay of the occupation state of the axle counting according to the first time delay time and the second time delay time.
In one embodiment, if a part of the physical sections in the L range is in the control range of the first zone controller, and another part is in the control range of the second zone controller, determining the time delay of the occupancy state of the axle counter comprises:
acquiring third delay time for the axle counting equipment to send state information to the computer interlock, wherein the state information comprises the train entering a physical section;
acquiring fourth delay time for the computer to send the physical segment occupation state to the second zone controller in an interlocking manner;
acquiring fifth delay time from the second zone controller to the first zone controller when the second zone controller sends the physical zone occupation state;
and determining the time delay of the shaft occupation state according to the third time delay time, the fourth time delay time and the fifth time delay time.
In one embodiment, determining that the locomotive screen was successful comprises:
obtaining the distance between the train head point to be screened and the axle counting point in front of the physical section where the train to be screened is located; the front refers to the running direction of the train to be screened;
and if the distance is smaller than the minimum train length on the line and the adjacent physical section in front of the train to be screened is clear, determining that the screening of the train head to be screened is successful.
In one embodiment, determining that the train tail screen was successful comprises:
obtaining the distance between the tail end of the train to be screened and a rear axle counting point of a physical section where the train to be screened is located; the rear part is far away from the running direction of the train to be screened;
and if the distance is less than the minimum train length on the line and the adjacent physical section behind the train to be screened is clear, determining that the train tail screen to be screened is successful.
In one embodiment, the train is a communication train.
In a second aspect, the present invention provides an electronic device, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the method for determining the axle counting fault section according to the first aspect.
In a third aspect, the present invention provides a readable storage medium, on which a computer program is stored, which when executed by a processor, implements the method for determining an axle counting failed section according to the first aspect.
According to the scheme, the physical section in the range of the rear L of the starting point of the section to be judged is cleared, or a train exists in the physical section in the range of the rear L of the starting point of the section to be judged, if the running direction of the train is far away from the section to be judged, the train tail screen succeeds, if the running direction of the train is towards the section to be judged, the train head screen succeeds, if the running direction of the train is towards the section to be judged, the physical section in the range of the front L of the terminal point of the section to be judged is cleared, or the train exists in the physical section in the range of the front L of the terminal point of the section to be judged, if the running direction of the train is far away from the section to be judged, the train tail screen succeeds, and if the running direction of the train is towards the section to be judged, the train head screen succeeds; the risk that the ZC misjudges the ARB in the zone when the tail of the CBTC train far away from the zone to be judged hides a non-communication train to cause the rear CBTC train to enter the ARB zone and collide with the non-communication train can be avoided, and the ARB judgment in the zone is safer.
Drawings
Other features, objects and advantages of the present application will become more apparent upon reading of the following detailed description of non-limiting embodiments thereof, made with reference to the accompanying drawings in which:
fig. 1 is a schematic flowchart of a method for determining an axle counting fault section according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of clearing of a physical segment in the range L behind the starting point of a segment to be determined according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of the success of a physical section tail screen in the range L behind the starting point of a section to be judged according to the embodiment of the present invention;
fig. 4 is a schematic diagram illustrating the success of the physical segment header screening within the range L behind the starting point of the segment to be determined according to the embodiment of the present invention;
FIG. 5 is another schematic diagram illustrating clearing of a physical segment within an L range behind a starting point of a segment to be determined according to an embodiment of the present invention;
FIG. 6 is another schematic diagram of the success of the physical section tail screen in the range L behind the starting point of the section to be judged according to the embodiment of the present invention;
fig. 7 is another schematic diagram illustrating the success of head screening of physical segments within an L range behind the starting point of the segment to be determined according to the embodiment of the present invention;
FIG. 8 is a schematic diagram of a head screen success determination provided by an embodiment of the present invention;
FIG. 9 is a schematic diagram of a successful determination of a tail screen provided by an embodiment of the present invention;
fig. 10 is a schematic structural diagram of an electronic device according to an embodiment of the present invention.
Detailed Description
The present application will be described in further detail with reference to the following drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the relevant invention and not restrictive of the invention. It should be noted that, for convenience of description, only the portions related to the present invention are shown in the drawings.
In order to make the technical solutions of the present application better understood, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and 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 application.
The terms "first," "second," "third," "fourth," and the like in the description and in the claims of the present application and in the drawings described above, if any, are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the application described are capable of operation in sequences other than those illustrated or otherwise described herein.
Moreover, the terms "comprises," "comprising," and any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or modules is not necessarily limited to those steps or modules explicitly listed, but may include other steps or modules not expressly listed or inherent to such process, method, article, or apparatus.
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 application will be described in detail below with reference to the embodiments with reference to the attached drawings.
In the related technology, when an area ARB is judged, the fact that a CBTC train tail screen far away from a section to be judged is unsuccessful is not considered, a non-communication train is hidden at the tail, after the CBTC train drives away from the section to be judged, the non-communication train stays in the section to be judged, a ZC misjudges the area ARB, and the risk that a rear CBTC train enters the ARB section and collides with the non-communication train exists.
In order to reduce the risk that a rear CBTC train enters an ARB section and collides with a non-communication train in the prior art, the embodiment of the application provides a method for judging an axle counting fault section.
Referring to fig. 1, a flowchart illustrating a method for determining a faulty section of an axle counting system according to an embodiment of the present application is shown.
As shown in fig. 1, a method for determining a faulty section of an axle counting system may include:
s110, determining that the section to be judged is occupied, and determining that no train exists in the section to be judged.
Specifically, in the urban rail transit, a plurality of Zone Controllers (ZCs), Computer Interlocking (CI) and axle counting devices are included, each ZC and CI can control one Zone in the urban rail transit, illustratively, each ZC and CI is installed in every three platforms and two zones, that is, one ZC can receive signals of CBTC trains in the three platforms and two zones.
The axle counting device is set to detect one area in urban rail transit, illustratively, one axle counting device (including an axle counting magnetic head and an axle counting host) is installed in every three platforms and two areas in the urban rail transit, the axle counting device can be installed on the same platform with the ZC and the CI, or can be different, and the axle counting device is set according to actual line division. And the axle counting equipment is used for acquiring whether the corresponding physical section is clear or occupied.
The section to be judged is a physical section, and the section between two axle counting devices is a physical section.
The axle counting device can detect that a non-communication vehicle enters a zone, when the non-communication vehicle enters the zone, the corresponding axle counting device sends an occupation signal to the CI, the CI sends the occupation signal to the ZC, and the ZC determines that the zone is occupied. When the axle counting device is in fault and no non-communication vehicle enters the zone, the axle counting device sends an occupancy signal to the CI, the CI sends the occupancy signal to the ZC, and the zone is the axle counting fault zone. Thus, when the axle counting device reports that a sector is occupied, it may be that a non-communicating vehicle occupies the sector, and it may be that the sector has an axle counting fault.
When the ZC receives the axle counting equipment report sent by the CI that the vehicle occupies the zone to be judged, the ZC judges that the vehicle does not exist in the zone to be judged actually. Whether the condition is satisfied can be judged by adopting the prior art, and the details are not repeated here.
S120, determining that a physical section in a rear L range of the starting point of the section to be judged is clear, or determining that a train exists in the physical section in the rear L range of the starting point of the section to be judged, successfully screening a tail train if the running direction of the train is far away from the section to be judged, and successfully screening a head train if the running direction of the train is towards the section to be judged; and L is the non-communication train running distance in the delay period of the axle counting occupation state.
Specifically, as shown in fig. 2 to 7, two endpoints of the to-be-determined section are respectively defined as a start point and an end point of the to-be-determined section.
The rear of the starting point of the to-be-determined section is the side of the starting point of the to-be-determined section far away from the end point of the to-be-determined section. The rear of the starting point of the to-be-determined section in fig. 2 to 7 is the left side of the starting point of the to-be-determined section.
The physical section is clear, which means that there is no train in the physical section, and here, the train includes communication trains and non-communication trains, as shown in fig. 2 and 5. The success of the train tail screen means that the non-communication train is not hidden behind the train running direction, as shown in fig. 3 and 6. The success of the train head screen means that the non-communication train is not hidden in front of the running direction of the train, as shown in fig. 4 and 7.
And L is the non-communication train running distance in the delay period of the occupancy state of the axle counting, and can be determined according to the maximum running speed of the train for cutting off ATP and the delay of the occupancy state of the axle counting. Optionally, the product of the maximum running speed of the train for cutting off the ATP and the delay of the occupancy state of the axle counting can be determined; the product is taken as L.
In one embodiment, L is determined by:
acquiring the highest running speed of the train for cutting off ATP;
obtaining the time delay of the occupation state of the axle counting;
and determining L according to the highest running speed of the train for cutting off ATP and the delay of the occupancy state of the axle counting.
Specifically, the ATP (Automatic Train Protection) is a key device for ensuring the running safety of the Train, and the vehicle-mounted ATP subsystem cooperates with the ground ATP device to realize overspeed Protection, so as to ensure that the Train does not exceed a specified speed.
The maximum running speed of the train for removing ATP means that the train has no vehicle-mounted protection, the speed of the train is completely determined by manual operation of a driver, and the train is the maximum design speed UT _ Vmax which can be accelerated.
Because the physical sections in the L range are not necessarily all in the control range of the same zone controller ZC, the time delay for determining the occupancy state of the axle counting can be divided into: firstly, as shown in FIGS. 2-4, when all physical sections in the L range are in the control range of the first zone controller, determining the time delay of the axle-counting occupation state; secondly, as shown in fig. 5-7, when part of the physical section in the L range is in the control range of the first zone controller and the other part is in the control range of the second zone, determining the time delay of the occupation state of the axle counter.
Firstly, as shown in fig. 2 to 4, if all the physical sections in the range L are in the control range of the first zone controller, determining the delay T1 of the axle-counting occupation state includes:
acquiring a first delay time t1 when the axle counting equipment sends state information to the computer interlocking CI, wherein the state information comprises a train driving physical section;
acquiring a second delay time t2 for the computer interlocking CI to send the physical segment occupation state to the first zone controller;
and determining the delay T1 of the occupancy state of the axle counting according to the first delay time and the second delay time.
Specifically, after the train enters the physical zone, the axle counting device can determine that the train enters the physical zone after a first axle counting detection plate installed on the train passes through the axle counting device at the starting end of the physical zone. The axle counting equipment sends the state information of the train entering the physical section to the CI, and the time required for the axle counting equipment to send the information to the CI is first delay time t 1; the CI updates the physical zone state to occupied and sends the physical zone occupied state to the first ZC, and the time required for the CI to send information to the first ZC is a second delay time T2, so that the delay T1 of the first ZC for receiving the axle-counting occupied state required by the physical zone occupied is as follows:
T1＝t1+t2。
at this time, the corresponding L is:
L＝UT_Vmax*T1＝UT_Vmax*(t1+t2)。
secondly, as shown in fig. 5 to 7, if part of the physical sections in the L range is in the control range of the first zone controller and the other part is in the control range of the second zone, determining the time delay of the occupancy state of the axle counter comprises:
acquiring a third delay time t3 of sending state information to the computer interlock by the axle counting equipment, wherein the state information comprises a physical section for train driving;
acquiring a fourth delay time t4 for the computer to send the physical segment occupation state to the second zone controller in an interlocking manner;
acquiring a fifth delay time t5 when the second zone controller sends the physical zone occupation state to the first zone controller;
and determining the time delay of the shaft occupation state according to the third time delay time, the fourth time delay time and the fifth time delay time.
Specifically, after the train enters the physical section, the first axle counting detection plate mounted on the train passes through the axle counting device at the starting end of the physical section, and then the axle counting device can determine that the train enters the physical section. The axle counting equipment sends the state information of the train entering the physical section to the CI, and the time required for the axle counting equipment to send the information to the CI is third delay time t 3; the CI updates the physical zone status to occupied, and sends the physical zone occupied status to the second ZC (the adjacent site ZC shown in fig. 5-7), the time required for the CI to send information to the second ZC is a fourth delay time T4, after receiving the physical zone occupied status, the second ZC sends the physical zone occupied status to the first ZC (the local site ZC shown in fig. 5-7), the time required for the second ZC to send information to the first ZC is a fifth delay time T5, and therefore, the delay T2 required for the first ZC to receive the physical zone occupied status is:
T2＝t3+t4+t5。
at this time, the corresponding L is:
L＝UT_Vmax*T2＝UT_Vmax*(t3+t4+t5)。
s130, determining that the physical section in the range L in front of the end point of the section to be judged is clear, or determining that a train exists in the physical section in the range L in front of the end point of the section to be judged, successfully screening the tail of the train if the running direction of the train is far away from the section to be judged, and successfully screening the head of the train if the running direction of the train is towards the section to be judged.
Specifically, the front of the ending point of the to-be-determined segment refers to a side of the ending point of the to-be-determined segment away from the starting point of the to-be-determined segment. The front of the end point of the to-be-determined segment in fig. 2 to 7 refers to the right side of the end point of the to-be-determined segment.
The calculation method of L in this step is the same as that in S120, and is not described here again.
S140, when the sections to be judged simultaneously meet the conditions, determining the sections to be judged as the axle counting fault sections.
In the embodiment of the application, the physical section in the rear L range of the starting point of the section to be judged is cleared, or a train exists in the physical section in the rear L range of the starting point of the section to be judged, if the running direction of the train is far away from the section to be judged, the tail of the train is successfully screened, if the running direction of the train is towards the section to be judged, the head of the train is successfully screened, and the physical section in the front L range of the terminal point of the section to be judged is cleared, or the train exists in the physical section in the front L range of the terminal point of the section to be judged, if the running direction of the train is far away from the section to be judged, the tail of the train is successfully screened, and if the running direction of the train is towards the section to be judged, the head of the train is successfully screened; the risk that the ZC misjudges the ARB in the zone when the tail of the CBTC train far away from the zone to be judged hides a non-communication train to cause the rear CBTC train to enter the ARB zone and collide with the non-communication train can be avoided, and the ARB judgment in the zone is safer.
In the embodiment of the application, when the L is determined, the shaft counting state acquisition delay and the communication delay between the CI and the ZC are considered, so that the ARB judgment of the section is more reasonable and safer, and the risk that a CBTC train enters the ARB section and collides with a non-communication train due to the fact that a non-communication train possibly drives into the section to be judged from the adjacent physical section of the adjacent physical section and the ZC misjudges the ARB of the section is avoided. .
In the embodiment of the application, when determining the L, it is also considered that the physical zone may not be in the same ZC control range, and the delay also needs to consider the communication delay between adjacent ZCs, so that the ARB determination in the zone is more accurate.
The ZC needs to carry out head screening on the train with positioning and normal communication so as to determine the non-hidden non-communication train in front of the vehicle.
In one embodiment, determining that the locomotive screen was successful may include:
obtaining the distance between the train head point to be screened and the axle counting point in front of the physical section where the train to be screened is located; the front refers to the running direction of the train to be screened;
and if the distance is smaller than the minimum train length on the line and the adjacent physical section in front of the train to be screened is clear, determining that the screening of the train head to be screened is successful.
Specifically, the minimum length of the train on the route refers to the length of the train of the minimum train that can run on the route.
As shown in fig. 8, when the distance between the train head point of the train to be screened and the front axle counting point of the physical section where the train to be screened is located is smaller than the minimum length of the train on the route, and the adjacent physical section in front of the train to be screened is clear, it can be judged that there is no hidden non-communication train in front of the vehicle, and the head screen is in a successful state; otherwise, the head screen is in a failure state, namely a non-communication train can be hidden in front of the vehicle.
Similarly, the ZC needs to perform tail screening on the train with positioning and normal communication so as to determine that the non-communication train is not hidden behind the automobile.
In one embodiment, determining success of the train tail screen may include:
obtaining the distance between the tail end of the train to be screened and a rear axle counting point of a physical section where the train to be screened is located; the rear part is far away from the running direction of the train to be screened;
and if the distance is less than the minimum train length on the line and the adjacent physical section behind the train to be screened is clear, determining that the train tail screen to be screened is successful.
Specifically, as shown in fig. 9, when the distance between the tail end of the train to be screened and the rear axle counting point of the physical section where the train to be screened is located is smaller than the minimum length of the train on the route, and the adjacent physical section behind the train to be screened is clear, it can be judged that there is no hidden non-communication train behind the train, and the tail screen is in a successful state; otherwise, the tail screen is in a failure state, namely a non-communication train can be hidden behind the vehicle.
It should be noted that, except for being specifically described as a non-communication train, the trains in any of the embodiments are all communication trains, and the communication trains can communicate with the ZCs.
Fig. 10 is a schematic structural diagram of an electronic device according to an embodiment of the present invention. As shown in fig. 10, a schematic structural diagram of an electronic device 1000 suitable for implementing the embodiment of the present application is shown.
As shown in fig. 10, the electronic apparatus 1000 includes a Central Processing Unit (CPU)1001 that can perform various appropriate actions and processes in accordance with a program stored in a Read Only Memory (ROM)1002 or a program loaded from a storage section 1008 into a Random Access Memory (RAM) 1003. In the RAM 1003, various programs and data necessary for the operation of the apparatus 1000 are also stored. The CPU 1001, ROM 1002, and RAM 1003 are connected to each other via a bus 1004. An input/output (I/O) interface 1005 is also connected to bus 1004.
The following components are connected to the I/O interface 1005: an input section 1006 including a keyboard, a mouse, and the like; an output section 1007 including a display such as a Cathode Ray Tube (CRT), a Liquid Crystal Display (LCD), and the like, and a speaker; a storage portion 1008 including a hard disk and the like; and a communication section 1009 including a network interface card such as a LAN card, a modem, or the like. The communication section 1009 performs communication processing via a network such as the internet. A driver 1010 is also connected to the I/O interface 1006 as needed. A removable medium 1011 such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, or the like is mounted on the drive 1010 as necessary, so that a computer program read out therefrom is mounted into the storage section 1008 as necessary.
In particular, the process described above with reference to fig. 1 may be implemented as a computer software program, according to an embodiment of the present disclosure. For example, embodiments of the present disclosure include a computer program product comprising a computer program tangibly embodied on a machine-readable medium, the computer program comprising program code for performing the above-described method of determining an axle counting failed segment. In such an embodiment, the computer program may be downloaded and installed from a network through the communication part 1009 and/or installed from the removable medium 1011.
The flowchart and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present invention. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
The units or modules described in the embodiments of the present application may be implemented by software or hardware. The described units or modules may also be provided in a processor. The names of these units or modules do not in some cases constitute a limitation of the unit or module itself.
As another aspect, the present application also provides a storage medium, which may be the storage medium contained in the foregoing device in the above embodiment; or may be a storage medium that exists separately and is not assembled into the device. The storage medium stores one or more programs that are used by one or more processors to execute the method for determining an axle counting failed section described in the present application.
The foregoing description is only exemplary of the preferred embodiments of the application and is illustrative of the principles of the technology employed. It will be appreciated by a person skilled in the art that the scope of the invention as referred to in the present application is not limited to the embodiments with a specific combination of the above-mentioned features, but also covers other embodiments with any combination of the above-mentioned features or their equivalents without departing from the inventive concept. For example, the above features may be replaced with (but not limited to) features having similar functions disclosed in the present application.
Claims (10)
1. A method for judging a faulty section of an axle counting device is characterized by comprising the following steps:
determining occupation of a section to be judged, wherein no train exists in the section to be judged;
determining that a physical section in a range L behind the starting point of the section to be judged is clear, or determining that a train exists in the physical section in the range L behind the starting point of the section to be judged, wherein if the running direction of the train is far away from the section to be judged, the train tail screen is successful, and if the running direction of the train is towards the section to be judged, the train head screen is successful; l is the non-communication train running distance in the delay period of the axle counting occupation state;
determining that a physical section in a range L in front of the terminal point of the section to be judged is clear, or a train exists in the physical section in the range L in front of the terminal point of the section to be judged, wherein if the running direction of the train is far away from the section to be judged, the train tail screen is successful, and if the running direction of the train is towards the section to be judged, the train head screen is successful;
and when the sections to be judged simultaneously meet the conditions, determining the sections to be judged as axle counting fault sections.
2. The method of claim 1, wherein L is determined by:
acquiring the highest running speed of the train for cutting off ATP;
acquiring the time delay of the occupation state of the axle counting;
and determining the L according to the highest running speed of the train for cutting off the ATP and the delay of the occupancy state of the axle counting.
3. The method of claim 2, wherein the determining the L according to the maximum operating speed of the train for cutting off ATP and the axle occupancy state delay comprises:
determining the product of the highest running speed of the train for cutting off ATP and the delay of the occupancy state of the axle counting;
taking the product as the L.
4. The method according to claim 2, wherein if all the physical segments in the L range are within a control range of a first zone controller, determining the delay of the occupancy state of the axle counter comprises:
acquiring first delay time for the axle counting equipment to send state information to the computer interlock, wherein the state information comprises that the train enters the physical section;
acquiring second delay time for the computer to send the physical section occupation state to the first zone controller in an interlocking manner;
and determining the time delay of the occupancy state of the axle counting according to the first time delay time and the second time delay time.
5. The method according to claim 2, wherein if a part of the physical sections in the L range is within a first zone controller control range and another part is within a second zone controller control range, determining the time delay of the axle counting occupation state comprises:
acquiring third delay time for the axle counting equipment to send state information to the computer interlock, wherein the state information comprises that the train enters the physical section;
acquiring fourth delay time for the computer to send the physical section occupation state to the second zone controller in an interlocking manner;
acquiring a fifth delay time from the second zone controller to the first zone controller when the second zone controller sends the physical zone occupation state;
and determining the time delay of the occupancy state of the axle counter according to the third time delay time, the fourth time delay time and the fifth time delay time.
6. The method of any of claims 1-5, wherein determining that the locomotive screen was successful comprises:
obtaining the distance between the train head point to be screened and the front axle counting point of the physical section where the train to be screened is located; the front direction refers to the running direction of the train to be screened;
and if the distance is smaller than the minimum train length on the line and the adjacent physical section in front of the train to be screened is clear, determining that the train head to be screened is successfully screened.
7. The method of any of claims 1-5, wherein determining that the train tail screen was successful comprises:
obtaining the distance between the tail of the train to be screened and a rear axle counting point of a physical section where the train to be screened is located; the rear finger is far away from the running direction of the train to be screened;
and if the distance is smaller than the minimum train length on the line and the adjacent physical section behind the train to be screened is clear, determining that the train tail screen to be screened is successful.
8. The determination method according to any one of claims 1 to 5, wherein the train is a communication train.
9. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor implements the method for determining an axle counting fault section according to any one of claims 1 to 8 when executing the program.
10. A readable storage medium on which a computer program is stored, the program, when executed by a processor, implementing a method for determining a faulty section of an axle counter according to any one of claims 1 to 8.
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