CN114537468B - Method for judging fault section of axle counting, electronic equipment and storage medium - Google Patents
Method for judging fault section of axle counting, electronic equipment and storage medium Download PDFInfo
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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
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
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Abstract
The application discloses a judging method of a metering axle fault section, electronic equipment and a storage medium, wherein the method comprises the following steps: determining that the section to be judged occupies, and determining that 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 that a train exists in the physical section in the range L behind 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 is successful, and if the running direction of the train is towards the section to be judged, the train head screen is successful; determining that a physical section in front of the end point of the section to be judged is clear, or that a train exists in the physical section in front of the end 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 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 section to be judged meets the conditions, determining the section to be judged as the shaft counting fault section. This scheme makes the zone ARB judgment safer.
Description
Technical Field
The invention relates to the technical field of rail transit signals, in particular to a method for judging a fault section of a metering shaft, electronic equipment and a storage medium.
Background
In urban rail transit systems, the axle counting device is used as a bottom device for checking the idle state of the section occupation, and once the axle counting device fails, the status can be used for reporting the occupation state which can be wrong even if no train is actually occupied, and the status becomes the permanent reporting occupation (Always Report Block, ARB) of the section, namely the axle counting failure section.
In the prior art, the conditions for judging the segment ARB are as follows: (1) the section to be judged is occupied, and no train exists; (2) the adjacent physical Zone in the uplink direction is clear or the train closest to the Zone to be judged in the adjacent physical Zone is a CBTC (Communication Based Train Control, communication-based train control system) train (refer to a train capable of communicating with a Zone Controller (ZC), and unmanned can be realized); (3) the adjacent physical section in the downlink direction is clear or the train closest to the section to be judged in the adjacent physical section is a CBTC train.
In the above technology, the CBTC train tail screen far 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, 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 zone ARB, and the risk that the rear CBTC train enters the ARB zone to collide with the non-communication train exists.
Disclosure of Invention
In view of the foregoing drawbacks or shortcomings in the prior art, it is desirable to provide a method for determining a fault section of a shaft, an electronic device, and a storage medium.
In a first aspect, the present invention provides a method for determining a fault section of a shaft, where the method includes:
determining that the section to be judged occupies, and determining that 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 that a train exists in the physical section in the range L behind 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 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 running distance of the non-communication train in the time delay period of the axle counting occupied state;
determining that a physical section in front of the end point of the section to be judged is clear, or that a train exists in the physical section in front of the end 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 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 section to be judged meets the conditions, determining the section to be judged as the shaft counting fault section.
In one embodiment, L is determined by:
acquiring the highest running speed of train for cutting off ATP;
acquiring the time delay of the occupied state of the axle;
and determining L according to the highest running speed of the train for cutting off ATP and the time delay of the axle counting occupied state.
In one embodiment, determining L based on the highest train ATP cut-off speed and axle occupancy state delay includes:
determining the product of the highest running speed of the train for cutting off ATP and the time delay of the axle counting occupied state;
the product is taken as L.
In one embodiment, if all the physical segments within the L range are within the control range of the first zone controller, determining the axle occupancy state delay includes:
acquiring a first delay time of the axle counting equipment for transmitting state information to the computer for interlocking, wherein the state information comprises a physical section where a train enters;
acquiring a second delay time for the computer to send the occupied state of the physical section to the first area controller in an interlocking way;
and determining the axle counting occupied state delay according to the first delay time and the second delay time.
In one embodiment, if a part of the physical segments in the L range is in the control range of the first area controller and another part of the physical segments is in the control range of the second area controller, determining the axle occupancy state delay includes:
acquiring a third delay time for the axle counting equipment to send state information to the computer for interlocking, wherein the state information comprises that a train enters a physical section;
acquiring a fourth delay time for the computer to send the occupied state of the physical section to the second area controller in an interlocking way;
acquiring a fifth delay time for the second area controller to send the occupied state of the physical section to the first area controller;
and determining the axle counting occupied state delay according to the third delay time, the fourth delay time and the fifth delay time.
In one embodiment, determining that the locomotive screen was successful includes:
acquiring the distance between a locomotive point of a train to be screened and a front axle counting point of a physical section where the train to be screened is located; the front part refers to the running direction of the train to be screened;
and if the distance is smaller than the minimum vehicle length on the line and the adjacent physical sections in front of the train to be screened are clear, determining that the train head screen to be screened is successful.
In one embodiment, determining that the end of train screen was successful includes:
acquiring the distance between a train tail point of a 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 smaller than the minimum train length on the line and the adjacent physical sections behind the train to be screened are 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, including a memory, a processor, and a computer program stored in the memory and executable on the processor, where the processor implements the method for determining a fault section of an axle counting according to the first aspect when executing the program.
In a third aspect, the present invention provides a readable storage medium having stored thereon a computer program which, when executed by a processor, implements a method of determining a meter-axis fault section as in the first aspect.
According to the judging method, the electronic equipment and the storage medium for the axle counting fault section, the physical section in the range L behind the starting point of the section to be judged is clear, or a train exists in the physical section in the range L behind 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 is successful, if the running direction of the train is towards the section to be judged, the train head screen is successful, and the physical section in the range L in front of the end 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 end point of the section to be judged, and 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; the ZC misjudging the zone ARB when a non-communication train is hidden at the tail part of the CBTC train far away from the zone to be judged can be avoided, so that the risk that the rear CBTC train enters the ARB zone to collide with the non-communication train is avoided, and the zone ARB judgment is safer.
Drawings
Other features, objects and advantages of the present application will become more apparent upon reading of the detailed description of non-limiting embodiments, made with reference to the following drawings, in which:
FIG. 1 is a flow chart of a method for determining a fault section of a shaft according to an embodiment of the present invention;
FIG. 2 is a schematic diagram showing the physical section in the range L behind the start point of the section to be determined according to the embodiment of the present invention;
FIG. 3 is a schematic diagram showing success of a physical section tail screen within an L range after a start point of a section to be determined according to an embodiment of the present invention;
FIG. 4 is a schematic diagram showing success of a physical section header screen within L after a start point of a section to be determined according to an embodiment of the present invention;
FIG. 5 is a schematic diagram showing a physical segment in a range L behind a start point of a segment to be determined according to an embodiment of the present invention;
FIG. 6 is a schematic diagram of success of a physical section end screen within L after the start point of a section to be determined according to an embodiment of the present invention;
FIG. 7 is a schematic diagram of a successful physical section header screen within L after the start point of the section to be determined according to an embodiment of the present invention;
FIG. 8 is a schematic diagram of successful head screening determination according to an embodiment of the present invention;
FIG. 9 is a schematic diagram of a successful judgment of a tail screen according to 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 is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be noted that, for convenience of description, only the portions related to the invention are shown in the drawings.
In order to make the present application solution better understood by those skilled in the art, the following description will clearly and completely describe the technical solution in the embodiments of the present application with reference to the accompanying drawings in the embodiments of the present application, and it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.
The terms "first," "second," "third," "fourth" and the like in the description and in the claims of this application and in the above-described figures, if any, are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the described embodiments of the present application may be implemented in sequences other than those illustrated or described herein.
Furthermore, the terms "comprises," "comprising," and "having," and any variations 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 that are expressly listed or inherent to such process, method, article, or apparatus.
It should be noted that, in the case of no conflict, the embodiments and features in the embodiments may be combined with each other. The present application will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
In the related art, when judging the area ARB, the CBTC train tail screen far away from the zone to be judged is not considered to be unsuccessful, a non-communication train is hidden at the tail, 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 zone ARB, and the risk that the rear CBTC train enters the ARB zone to collide with the non-communication train exists.
In order to reduce the risk that the rear CBTC train possibly enters the ARB section to collide with the non-communication train in the technology, the embodiment of the application provides a judging method of the axle counting fault section.
Referring to fig. 1, a flow chart of a method for determining a fault section of a metering axle according to an embodiment of the present application is shown.
As shown in fig. 1, a method for determining a fault section of a shaft, the method may include:
s110, determining that the section to be judged occupies, and that no train exists in the section to be judged.
Specifically, in urban rail transit, the urban rail transit comprises a plurality of Zone Controllers (ZCs), computer interlocks (Computer Interlocking, CIs) and axle counting equipment, each ZC and CI can control a Zone in the urban rail transit, and each ZC and CI is installed in each of two zones of each three platforms in the urban rail transit, namely, one ZC can receive signals of CBTC trains in the two zones of the three platforms.
The axle counting device is arranged to detect an area in the urban rail transit, and is exemplified by installing an axle counting device (comprising an axle counting magnetic head and an axle counting host) in every two sections of three platforms in the urban rail transit, and the axle counting device can be installed on the same platform with ZC and CI or can be different from ZC and CI, and is arranged according to actual line division. The axle counting equipment is used for collecting that 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 the non-communication vehicle enters the 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 occupies. When the axle counting equipment fails, the axle counting equipment sends an occupation signal to the CI when no non-communication vehicle enters the section, and the CI sends the occupation signal to the ZC, wherein the section is the axle counting failure section. Thus, when the axle counting device reports that a zone is occupied, it may be that the non-communicating vehicle occupies the zone, and it may be that the zone is axle counting failure.
When the ZC receives the axle counting equipment sent by the CI, the axle counting equipment reports that the zone to be judged is occupied by the vehicle, but the ZC judges that the zone to be judged is actually free of the vehicle. Whether this condition is satisfied can be determined by using the prior art, and will not be described in detail herein.
S120, determining that a physical section in the range L behind the starting point of the section to be judged is clear, or that a train exists in the physical section in the range L behind 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 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 running distance of the non-communication train in the time delay period of the axle counting occupied state.
Specifically, as shown in fig. 2 to 7, two end points of the section to be determined are defined as a start point and an end point of the section to be determined, respectively.
The rear of the start point of the section to be judged is the side of the start point of the section to be judged far from the end point of the section to be judged. The rear of the start point of the section to be determined in fig. 2 to 7 refers to the left side of the start point of the section to be determined.
Physical section clearing means that no train is present in the physical section, where the train includes communication trains and non-communication trains, as shown in fig. 2 and 5. The successful train tail screening means that the non-communication train is not hidden behind the train running direction, as shown in fig. 3 and 6. The successful train head screening means that the non-communication train is not hidden in front of the train running direction, as shown in fig. 4 and 7.
L is the running distance of the non-communication train in the time delay period of the axle counting occupied state, and L can be determined according to the highest running speed of the train for cutting off ATP and the time delay of the axle counting occupied state. Alternatively, the product of the highest running speed of the train for cutting off the ATP and the axle counting occupancy state delay can be determined; the product is taken as L.
In one embodiment, L is determined by:
acquiring the highest running speed of train for cutting off ATP;
acquiring the time delay of the occupied state of the axle;
and determining L according to the highest running speed of the train for cutting off ATP and the time delay of the axle counting occupied state.
Specifically, ATP (Automatic Train Protection ) is a key device for ensuring the running safety of the train, and the vehicle-mounted ATP subsystem is matched with the ground ATP device to realize overspeed protection, so that the train is ensured not to exceed the specified speed.
The highest running speed of the train for cutting off ATP refers to the highest design speed UT_Vmax to which the train has no vehicle-mounted protection, and the speed of the train is completely determined by manual operation of a driver.
Since the physical zones within the L range are not necessarily all within the same control range of the zone controller ZC, determining the axle occupancy state delay can be divided into: (1) 2-4, determining axle occupancy state delay when all physical sections in the L range are in the control range of the first area controller; (2) as shown in fig. 5-7, when one part of the physical section in the L range is in the control range of the first area controller and the other part is in the control range of the second area, the axle occupancy state delay is determined.
(1) As shown in fig. 2-4, if all the physical segments within the L range are within the control range of the first zone controller, determining the axle occupancy state delay T1 includes:
acquiring a first delay time t1 of the axle counting equipment for transmitting state information to a computer interlock CI, wherein the state information comprises that a train enters a physical section;
acquiring a second delay time t2 of the computer interlock CI for transmitting the occupied state of the physical section to the first area controller;
and determining the axle counting occupied state delay T1 according to the first delay time and the second delay time.
Specifically, after the train enters the physical section, the first axle counting detection plate installed on the train passes through the axle counting equipment at the initial end of the physical section, and the axle counting equipment can determine that the train enters the physical section. The axle counting equipment sends state information of the train entering the physical section to the CI, and the time required by the axle counting equipment to send the information to the CI is a first delay time t1; the CI updates the physical zone state to be occupied and sends the physical zone occupied state to the first ZC, and the time required by the CI to send information to the first ZC is the second delay time T2, so that the time delay T1 of the first ZC for receiving the occupied metering shaft occupied state of the physical zone is as follows:
T1＝t1+t2。
at this time, the corresponding L is:
L＝UT_Vmax*T1＝UT_Vmax*(t1+t2)。
(2) as shown in fig. 5-7, if a part of the physical segments in the L range is in the control range of the first area controller and another part is in the control range of the second area controller, determining the axle occupancy state delay includes:
acquiring a third delay time t3 for the axle counting equipment to send state information to the computer for interlocking, wherein the state information comprises that a train enters a physical section;
acquiring a fourth delay time t4 for the computer to send the occupied state of the physical section to the second area controller in an interlocking way;
acquiring a fifth delay time t5 of the second area controller for transmitting the occupied state of the physical section to the first area controller;
and determining the axle counting occupied state delay according to the third delay time, the fourth delay time and the fifth delay time.
Specifically, after the train enters the physical section, the first axle counting detection plate installed on the train passes through the axle counting equipment at the initial end of the physical section, and the axle counting equipment 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 by the axle counting equipment to send the information to the CI is a third delay time t3; the CI updates the physical zone status to be occupied, and sends the physical zone occupied status to the second ZC (the neighboring ZC shown in fig. 5-7), the time required for the CI to send information to the second ZC is the fourth delay time T4, after the second ZC receives the physical zone occupied status, the time required for the second ZC to send information to the first ZC is the fifth delay time T5, and therefore, the axle counting occupied status delay T2 required for the first ZC to receive the physical zone occupied 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 front L range of the end point of the section to be judged is clear, or that a train exists in the physical section in the front L range of the end 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 is successful, and if the running direction of the train is towards the section to be judged, the train head screen is successful.
Specifically, the front of the end point of the section to be determined refers to the side of the end point of the section to be determined away from the start point of the section to be determined. The front of the pending sector end point in fig. 2-7 refers to the right side of the pending sector end point.
The calculation method of L in this step is the same as that in S120, and will not be described here again.
And S140, when the section to be judged meets the conditions, determining that the section to be judged is a shaft counting fault section.
In the embodiment of the application, the physical section in the range L behind the starting point of the section to be judged is determined to be clear, or a train exists in the physical section in the range L behind the starting point of the section to be judged, and if the running direction of the train is far away from the section to be judged, the train end screen is successful, if the running direction of the train is towards the section to be judged, the train head screen is successful, and the physical section in the range L in the front of the ending point of the section to be judged is determined to be clear, or a train exists in the physical section in the range L in the front of the ending point of the section to be judged, and if the running direction of the train is far away from the section to be judged, the train end screen is successful, and if the running direction of the train is towards the section to be judged, the train head screen is successful; the ZC misjudging the zone ARB when a non-communication train is hidden at the tail part of the CBTC train far away from the zone to be judged can be avoided, so that the risk that the rear CBTC train enters the ARB zone to collide with the non-communication train is avoided, and the zone ARB judgment is safer.
In the embodiment of the application, when determining L, the axle counting state acquisition delay and the communication delay between CI and ZC are considered, so that the judgment of the zone ARB is more reasonable and safer, and the risk that a non-communication train possibly enters the zone to be judged from the adjacent physical zone of the adjacent physical zone and the ZC misjudges the zone ARB to cause the CBTC train to enter the ARB zone to collide with the non-communication train is avoided. .
In the embodiment of the application, when determining 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 zone ARB judgment is more accurate.
The ZC needs to perform head screening on the train with normal positioning and communication so as to determine that the non-communication train is not hidden in front of the ZC.
In one embodiment, determining that the locomotive screen was successful may include:
acquiring the distance between a locomotive point of a train to be screened and a front axle counting point of a physical section where the train to be screened is located; the front part refers to the running direction of the train to be screened;
and if the distance is smaller than the minimum vehicle length on the line and the adjacent physical sections in front of the train to be screened are clear, determining that the train head screen to be screened is successful.
Specifically, the minimum train length on a line refers to the train length of the minimum train that can run on the line.
As shown in fig. 8, when the distance between the 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 train length on the line and the adjacent physical section in front of the train to be screened is clear, it can be judged that the front of the train is not provided with a hidden non-communication train, and the head screening is in a successful state; otherwise, the head screen is in a failure state, i.e. a non-communication train may be hidden in front of the host vehicle.
Likewise, the ZC needs to carry out tail screening on a train with normal positioning and communication, so as to determine that a non-communication train is not hidden behind the train.
In one embodiment, determining that the end of train screen was successful may include:
acquiring the distance between a train tail point of a 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 smaller than the minimum train length on the line and the adjacent physical sections behind the train to be screened are clear, determining that the train tail screen to be screened is successful.
Specifically, as shown in fig. 9, when the distance between the tail point 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 train length on the line, 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 tail screen.
The trains in any of the above embodiments are communication trains except for the non-communication trains, and the communication trains can communicate with 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 use in implementing embodiments 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 according to 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 required for the operation of the device 1000 are also stored. The CPU 1001, ROM 1002, and RAM 1003 are connected to each other by 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 portion 1007 including a Cathode Ray Tube (CRT), a Liquid Crystal Display (LCD), etc., and a speaker, etc.; a storage portion 1008 including a hard disk or 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. The drive 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 installed as needed in the drive 1010, so that a computer program read out therefrom is installed as needed in the storage section 1008.
In particular, according to embodiments of the present disclosure, the process described above with reference to fig. 1 may be implemented as a computer software program. 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 a fault section of a shaft. In such an embodiment, the computer program may be downloaded and installed from a network via the communication portion 1009, and/or installed from the removable medium 1011.
The flowcharts 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 may be implemented by hardware. The described units or modules may also be provided in a processor. The names of these units or modules do not in some way constitute a limitation of the unit or module itself.
As another aspect, the present application also provides a storage medium, which may be a storage medium contained in the foregoing apparatus in the foregoing embodiment; or may be a storage medium that exists alone and is not incorporated into the device. The storage medium stores one or more programs for use by one or more processors in performing the method of determining a fault section of a meter axle described in the present application.
The foregoing description is only of the preferred embodiments of the present application and is presented as a description of the principles of the technology being utilized. It will be appreciated by persons skilled in the art that the scope of the invention referred to in this application is not limited to the specific combinations of features described above, but it is intended to cover other embodiments in which any combination of features described above or equivalents thereof is possible without departing from the spirit of the invention. Such as the above-described features and technical features having similar functions (but not limited to) disclosed in the present application are replaced with each other.
Claims (7)
1. A judging method of a shaft counting fault section is characterized by comprising the following steps:
determining that a section to be judged occupies, 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 that a train exists in the physical section in the range L behind 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 is successful, and if the running direction of the train is towards the section to be judged, the train head screen is successful; the L is a non-communication train running distance in a time delay period of a shaft-counting occupied state, and at least comprises one physical section, and is determined by the following steps:
acquiring the highest running speed of train for cutting off ATP;
acquiring the time delay of the axle counting occupied state;
determining the L according to the highest running speed of the train for cutting off ATP and the axle counting occupied state delay;
determining that a physical section in front of the end point of the section to be judged is clear, or that a train exists in the physical section in front of the end 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 is successful, and if the running direction of the train is towards the section to be judged, the train head screen is successful;
when the section to be judged meets the conditions, determining that the section to be judged is a shaft counting fault section;
wherein determining that the train head screen was successful comprises:
acquiring the distance between a locomotive point of a train to be screened and a front axle counting point of a physical section where the train to be screened is located; the front direction refers to the running direction of the train to be screened;
if the distance is smaller than the minimum vehicle length on the line and the adjacent physical section in front of the train to be screened is clear, determining that the train to be screened is screened successfully;
determining that the train tail screen is successful includes:
acquiring the distance between a train tail point of a 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 smaller than the minimum train length on the line and the adjacent physical sections behind the train to be screened are clear, determining that the train tail screen to be screened is successful.
2. The method according to claim 1, wherein determining the L according to the highest running speed of the train cut 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 axle counting occupied state delay;
the product is taken as the L.
3. The method of determining according to claim 1, wherein determining the axle occupancy state delay if all of the physical segments within the L range are within a first zone controller control range comprises:
acquiring first delay time of the axle counting equipment for transmitting state information to the computer for interlocking, wherein the state information comprises that a train enters the physical section;
acquiring a second delay time for the computer to send the occupied state of the physical section to the first area controller in an interlocking manner;
and determining the axle counting occupied state delay according to the first delay time and the second delay time.
4. The method according to claim 1, wherein determining the axle occupancy state delay if a part of the physical segments in the L range is in a first area controller control range and another part is in a second area controller control range comprises:
acquiring a third delay time of the axle counting equipment for transmitting state information to the computer for interlocking, wherein the state information comprises that a train enters the physical section;
acquiring a fourth delay time for the computer to send the occupied state of the physical section to the second area controller in an interlocking manner;
acquiring a fifth delay time for the second area controller to send the occupied state of the physical section to the first area controller;
and determining the axle counting occupied state delay according to the third delay time, the fourth delay time and the fifth delay time.
5. The method of any one of claims 1-4, wherein the train is a communication train.
6. 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 of determining a fault section of an axle count according to any one of claims 1-5 when the program is executed by the processor.
7. A readable storage medium having stored thereon a computer program, wherein the program when executed by a processor implements the method of determining a fault section of a shaft according to any one of claims 1 to 5.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202011348061.9A CN114537468B (en) | 2020-11-26 | 2020-11-26 | Method for judging fault section of axle counting, electronic equipment and storage medium |
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| CN202011348061.9A CN114537468B (en) | 2020-11-26 | 2020-11-26 | Method for judging fault section of axle counting, electronic equipment and storage medium |
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| CN114537468B true CN114537468B (en) | 2023-05-05 |
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| CN115257888B (en) * | 2022-07-29 | 2023-08-04 | 青岛海信微联信号有限公司 | Train detection method, area controller and device |
| CN117302296B (en) * | 2023-08-15 | 2024-10-11 | 北京城建智控科技股份有限公司 | Method and device for determining fault occupation of shaft counting section |
| CN117622263B (en) * | 2024-01-26 | 2024-06-07 | 北京城建智控科技股份有限公司 | Determination method and device for non-communication vehicle occupation, electronic equipment and storage medium |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN103786755B (en) * | 2014-03-07 | 2015-11-25 | 浙江众合科技股份有限公司 | A kind of meter shaft fault detection method based on ZC system |
| CN109305198B (en) * | 2017-07-26 | 2020-04-24 | 比亚迪股份有限公司 | Train control method and device |
| CN108216308B (en) * | 2017-12-22 | 2019-11-29 | 合肥工大高科信息科技股份有限公司 | A method of judging that meter shaft section fault occupies |
| CN110901690B (en) * | 2019-11-27 | 2020-12-01 | 通号城市轨道交通技术有限公司 | Processing method and device for axle counting section, electronic equipment and storage medium |
| CN110803201B (en) * | 2019-11-27 | 2021-01-05 | 通号城市轨道交通技术有限公司 | Method and device for determining train occupation position |
| CN111845863B (en) * | 2020-07-24 | 2022-07-19 | 交控科技股份有限公司 | Driving control method for determining safe driving area, area controller and system |
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