CN115973235B - Train screening control method and device - Google Patents
Train screening control method and device Download PDFInfo
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- CN115973235B CN115973235B CN202310272789.5A CN202310272789A CN115973235B CN 115973235 B CN115973235 B CN 115973235B CN 202310272789 A CN202310272789 A CN 202310272789A CN 115973235 B CN115973235 B CN 115973235B
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Abstract
The invention discloses a train screening control method and device, relates to the technical field of rail transit, and mainly aims to realize automatic control on train screening without manual intervention so as to improve the operation efficiency and driving safety of a train. The main technical scheme of the invention is as follows: when a target train is switched to a shunting mode, judging whether a cross-pressure occupation condition exists in a designated shunting section before and after the target train enters the designated shunting section, wherein the cross-pressure occupation condition is determined based on real-time communication between the wireless blocking center and the target train, interlocking and shunting monitoring equipment; if yes, determining that the head screen state and the tail screen state of the target train are lost or maintained according to the cross-pressure direction corresponding to the cross-pressure occupation condition; if not, directly determining the head screen state and the tail screen state of the target train to be kept. The train screening control method is used for train screening control in the shunting mode.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a train screening control method and device.
Background
When the train is switched into the shunting mode, the train is disconnected with the wireless blocking center, and when the train reenters the train mode, the wireless blocking center is required to be registered again to confirm whether other trains exist in front of and behind the train, so that the running efficiency and running safety of the train are ensured, namely, the head screen and the tail screen are carried out on the train, and hidden trains which exist in front of and behind the train are eliminated.
At present, train screening of a train in a shunting mode in the prior art is generally confirmed through manual intervention, but the manual intervention is time-consuming and labor-consuming and is easy to make mistakes, so that the operation efficiency of the train is low and the driving safety is poor.
Disclosure of Invention
In view of the above problems, the invention provides a method and a device for controlling train screening, which mainly aim to realize automatic control on train screening without manual intervention, thereby improving the operation efficiency and driving safety of a train.
In order to solve the technical problems, the invention provides the following scheme:
in a first aspect, the present invention provides a train screening control method, applied to a radio block center, the method comprising:
when a target train is switched to a shunting mode, judging whether a cross-pressure occupation condition exists in a designated shunting section before and after the target train enters the designated shunting section, wherein the cross-pressure occupation condition is determined based on real-time communication between the wireless blocking center and the target train, interlocking and shunting monitoring equipment;
If yes, determining that the head screen state and the tail screen state of the target train are lost or maintained according to the cross-pressure direction corresponding to the cross-pressure occupation condition;
if not, directly determining the head screen state and the tail screen state of the target train to be kept.
In a second aspect, the present invention provides a train screening control apparatus for use in a radio block center, the apparatus comprising:
the judging unit is used for judging whether the target train has a trans-pressure occupation situation or not in the designated shunting section before and after entering the designated shunting section when the target train is switched to a shunting mode, wherein the trans-pressure occupation situation is determined based on real-time communication between the wireless blocking center and the target train, the interlocking and the shunting monitoring equipment;
the first determining unit is used for determining that the head screen state and the tail screen state of the target train are lost or kept according to the cross-pressure direction corresponding to the cross-pressure occupation situation if the judging unit judges that the cross-pressure occupation situation exists in the designated shunting section before and after the target train enters the designated shunting section;
and the second determining unit is used for directly determining that the head screen state and the tail screen state of the target train are kept if the judging unit judges that the cross-pressure occupation condition does not exist in the designated shunting section before and after the target train enters the designated shunting section.
In order to achieve the above object, according to a third aspect of the present invention, there is provided a storage medium including a stored program, wherein a device in which the storage medium is controlled to execute the train screening control method of the first aspect is controlled when the program runs.
In order to achieve the above object, according to a fourth aspect of the present invention, there is provided a processor for running a program, wherein the program executes the train screening control method of the first aspect described above when running.
By means of the technical scheme, when train screening is required to be controlled in a shunting mode, when a target train is switched to the shunting mode, judging whether a cross-over occupation condition exists in a designated shunting section before and after the target train enters the designated shunting section, wherein the cross-over occupation condition is determined based on real-time communication between a wireless blocking center and the target train, interlocking and shunting monitoring equipment; if yes, determining that the head screen state and the tail screen state of the target train are lost or maintained according to the cross-pressure direction corresponding to the cross-pressure occupation condition; if not, directly determining the head screen state and the tail screen state of the target train to be kept. According to the technical scheme provided by the invention, when the target train is switched to the shunting mode, whether the target train has a cross-pressure occupation situation in the designated shunting section before and after entering the designated shunting section or not and the corresponding cross-pressure direction when the cross-pressure occupation situation exists can be determined based on the real-time communication between the wireless blocking center and the target train and the interlocking and shunting monitoring equipment, so that the automatic control of train screening is realized, manual intervention is not needed, and the operation efficiency and the driving safety of the train are improved.
The foregoing description is only an overview of the present invention, and is intended to be implemented in accordance with the teachings of the present invention in order that the same may be more clearly understood and to make the same and other objects, features and advantages of the present invention more readily apparent.
Drawings
Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The drawings are only for purposes of illustrating the preferred embodiments and are not to be construed as limiting the invention. Also, like reference numerals are used to designate like parts throughout the figures. In the drawings:
fig. 1 shows a flowchart of a train screening control method provided by an embodiment of the present invention;
fig. 2 shows a flowchart of another train screening control method provided by an embodiment of the present invention;
fig. 3 shows a block diagram of a train screening control device according to an embodiment of the present invention;
fig. 4 shows a block diagram of another train screening control device according to an embodiment of the present invention.
Detailed Description
Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.
At present, train screening of a train in a shunting mode in the prior art is generally confirmed through manual intervention, but the manual intervention is time-consuming and labor-consuming and is easy to make mistakes, so that the operation efficiency of the train is low and the driving safety is poor. According to the invention, when the target train is switched to the shunting mode, whether the target train has a cross-pressure occupation condition in the designated shunting section before and after entering the designated shunting section or not is determined based on real-time communication between the wireless blocking center and the target train, the interlocking and shunting monitoring equipment, and the head screen state and the tail screen state of the target train are determined according to the corresponding cross-pressure direction when the cross-pressure occupation condition exists, so that automatic control over train screening is realized, manual intervention is not needed, and the operation efficiency and the driving safety of the train are improved.
Therefore, the embodiment of the invention provides a train screening control method, by which automatic control can be realized on train screening without manual intervention, so that the operation efficiency and driving safety of a train are improved, and the specific implementation steps are as shown in fig. 1, and the method is applied to a wireless block center and comprises the following steps:
101. when the target train is switched to the shunting mode, judging whether the target train has a cross-pressure occupation condition in the designated shunting section before and after entering the designated shunting section.
Wherein the cross-pressure occupancy is determined based on real-time communications between the wireless occlusion center and the target train, interlock, and shunting monitoring devices. It should be noted that, the execution body of the present embodiment is a Radio Block Center (RBC), and the radio block center generally establishes communication connection with a target train, an interlocking and a shunting monitoring device (STP) respectively, and shunting refers to that a whole train or a plurality of carriages are dispatched, for example, a specific shunting section corresponding to the target train is deployed at the same time when the target train is switched to a shunting mode, the specific shunting section is one of a plurality of shunting sections selected based on user requirements in an operation line, that is, which section on the line of the target train is shunting, so that it can be determined whether a cross-over occupation condition exists in a designated shunting section before and after entering the specific shunting section, whether the target train is crossed by a shunting route or is detected by other occupation and whether a shunting record associated with the designated shunting section exists in a shunting operation list, wherein if the target train exists in the designated shunting section before and after entering the designated shunting section, the step is a radio block, that is a cross-over occupation condition can be determined by the interlocking device according to the user requirements, and if the target train is located in the designated shunting section, and the step is a real-time communication occupation condition is determined (if the cross-over occupation condition is determined in the designated shunting section is performed in the real-time by the step 103, and the step is performed in the corresponding to the designated shunting section and the step is performed in the step of the specific shunting section and the step is performed in the real time), for the application of the shunting operation list, the manual intervention is confirmed after the shunting operation list is acquired to ensure the safety level of the shunting operation list.
102. And determining the head screen state and the tail screen state of the target train to be lost or maintained according to the cross-pressure direction corresponding to the cross-pressure occupation condition.
In this embodiment, since step 101 has already determined that the target train has a cross-pressure occupation situation in the designated shunting section before and after entering the designated shunting section, that is, the target train may not clear the designated shunting section before entering or enter other trains after entering or transact the route crossing the designated shunting section, or may be based on the shunting record associated with the designated shunting section in the shunting job ticket, in either case, a positional relationship is generated between the target train and the designated shunting section, and the cross-pressure direction corresponding to the cross-pressure occupation situation may be determined according to the positional relationship, and the target train may be reversed to exit when exiting after completing the shunting job, the method can also be used for driving out in the same direction, and therefore, the head screen state and the tail screen state of the target train can be determined to be lost or maintained according to the fact that the cross-over direction corresponding to the cross-over occupation condition is the same as or opposite to the driving direction of the target train, namely, the head screen state is determined to be lost, namely, the tail end direction of the target train can be provided with a hidden train, the head screen state is determined to be lost, the tail screen state is determined to be maintained, namely, the head end direction of the target train can be provided with a hidden train, and if the two directions of the driving line of the target train are both occupied by the cross-over, the head screen state and the tail screen state of the target train are determined to be lost, namely, the head end direction and the tail end direction of the target train can be provided with a hidden train.
103. And directly determining the head screen state and the tail screen state of the target train to be kept.
In this embodiment, it should be noted that, because step 101 has determined that the target train does not have a cross-pressure occupation situation in the designated shunting section before and after entering the designated shunting section, that is, it is indicated that there is no hidden train in the head end direction and the tail end direction of the target train, the head screen state and the tail screen state of the target train may be directly determined to be maintained, so that the head screen and the tail screen of the target train are continuously maintained during the period when the target train is switched to the shunting mode, thereby implementing automatic control of train screening, without human intervention, and thus improving the operation efficiency and the driving safety of the train.
Based on the implementation manner of fig. 1, it can be seen that, by adopting the technical scheme, when the train screening is required to be controlled in the shunting mode, and when the target train is switched to the shunting mode, judging whether the target train has a cross-over occupation condition in the designated shunting section before and after entering the designated shunting section, wherein the cross-over occupation condition is determined based on real-time communication between the wireless blocking center and the target train, the interlocking and shunting monitoring equipment; if yes, determining that the head screen state and the tail screen state of the target train are lost or maintained according to the cross-pressure direction corresponding to the cross-pressure occupation condition; if not, directly determining the head screen state and the tail screen state of the target train to be kept. According to the technical scheme provided by the invention, when the target train is switched to the shunting mode, whether the target train has a cross-pressure occupation situation in the designated shunting section before and after entering the designated shunting section or not and the corresponding cross-pressure direction when the cross-pressure occupation situation exists can be determined based on the real-time communication between the wireless blocking center and the target train and the interlocking and shunting monitoring equipment, so that the automatic control of train screening is realized, manual intervention is not needed, and the operation efficiency and the driving safety of the train are improved.
Further, the preferred embodiment of the present invention is a detailed description of the process of train screening control based on the above-mentioned fig. 1, and the specific steps thereof are as shown in fig. 2, and applied to a radio block center, including:
201. when the target train is switched to the shunting mode, judging whether the target train has a cross-pressure occupation condition in the designated shunting section before and after entering the designated shunting section.
This step is described in conjunction with step 101 in the above method, and the same contents are not repeated here. In this step, the specific implementation process for determining whether the cross-pressure occupation condition exists in the designated shunting section before and after the target train enters the designated shunting section includes the following two modes:
mode one:
because in the embodiment, when the target train is switched to the shunting mode, the communication between the wireless blocking center and the target train is not disconnected, and the voltage-crossing occupation situation of the designated shunting section can be accurately determined based on the real-time communication between the wireless blocking center and the target train and the interlocking, specifically, whether the designated shunting section is crossed by a shunting route or occupied by other trains before and after the target train enters the designated shunting section is detected based on the real-time communication between the wireless blocking center and the target train and the interlocking; if so, determining that the target train has a cross-pressure occupation situation in the designated shunting section before and after entering the designated shunting section, and taking the approach handling direction of the designated shunting section, which is crossed by the shunting approach, or the train occupation direction occupied by other trains as a cross-pressure direction corresponding to the cross-pressure occupation situation; if not, determining that the target train does not have the cross-over occupation condition in the designated shunting section before and after entering the designated shunting section. It should be noted that, because the communication process between the wireless block center and the target train is that the target train will feed back the vehicle-mounted position report, and based on the vehicle-mounted position report, the position of the target train and whether to drive into the designated shunting section can be determined, and because the track circuit can feed back whether the section is free or occupied, based on the communication between the wireless block center and the interlock, whether the designated shunting section is bridged by shunting route or occupied by other trains can be determined, so as to determine whether the designated shunting section has a bridging occupation condition before and after the target train drives into the designated shunting section.
Mode two:
in the embodiment, when the target train is switched to the shunting mode, the cross-pressure occupation situation of the designated shunting section can be accurately determined based on the real-time communication between the wireless blocking center and the target train and the shunting monitoring equipment, and specifically, a shunting job ticket corresponding to the designated shunting section is acquired based on the real-time communication between the wireless blocking center and the target train and the shunting monitoring equipment; detecting whether a shunting record associated with a designated shunting section exists in a shunting job ticket; if yes, determining that the target train has a cross-pressure occupation situation in the designated shunting section before and after entering the designated shunting section, and taking the running direction corresponding to the shunting record as the cross-pressure direction corresponding to the cross-pressure occupation situation; if not, determining that the target train does not have the cross-over occupation condition in the designated shunting section before and after entering the designated shunting section. The shunting monitoring equipment can generate a shunting job ticket by monitoring shunting conditions on the designated shunting section, the shunting job ticket can be acquired based on real-time communication between the wireless blocking center and the target train and shunting monitoring equipment, and whether the designated shunting section has associated shunting records or not can be determined according to the shunting job ticket, so that whether the target train has a trans-pressure occupation condition in the designated shunting section before and after entering the designated shunting section is determined.
And based on the two methods, determining that the cross-pressure occupation situation exists, executing the subsequent step 202, otherwise executing the subsequent step 203.
202. And determining the head screen state and the tail screen state of the target train to be lost or maintained according to the cross-pressure direction corresponding to the cross-pressure occupation condition.
This step is described in conjunction with step 102 in the above method, and the same contents are not repeated here. It should be noted that, in step 201, because it is determined whether the target train has a crossover occupation situation in the designated shunting section before and after entering the designated shunting section based on two different modes, determining that the head screen state and the tail screen state of the target train are lost or kept according to the crossover direction corresponding to the crossover occupation situation includes two corresponding modes as follows:
corresponding to mode one:
when the approach handling direction of the designated shunting section, which is spanned by the shunting approach, or the train occupation direction occupied by other trains is the same as the running direction of the target train, determining that the head screen state of the target train is kept and the tail screen state is lost; when the designated shunting section has a route handling direction of being crossed by a shunting route or a train occupation direction of being occupied by other trains is opposite to the running direction of the target train, determining that the head screen state of the target train is lost and the tail screen state is kept. In the step corresponding to the mode one, the approach handling direction of the designated shunting section crossed by the shunting approach or the train occupation direction occupied by other trains is taken as the crossing direction corresponding to the crossing occupation situation, and when the target train runs out after shunting operation is completed, the target train can run out in the same direction or can also run out in the opposite direction, therefore, when the two directions are the same, the hidden train is determined to exist in the tail end direction of the target train, namely, the tail screen is lost, the head screen is kept, and otherwise, the hidden train is determined to exist in the head end direction of the target train, namely, the head screen is lost, and the tail screen is kept.
Corresponding to mode two:
when the running direction corresponding to the shunting record is the same as the running direction of the target train, determining that the head screen state of the target train is kept and the tail screen state is lost; when the driving direction corresponding to the shunting record is opposite to the driving direction of the target train, determining that the head screen state of the target train is lost and the tail screen state is maintained. In the step corresponding to the second mode, the driving direction corresponding to the shunting record is taken as the cross-pressure direction corresponding to the cross-pressure occupation condition, so that the method is same as the corresponding mode, when the two directions are the same, it is determined that the hidden train exists in the tail end direction of the target train, namely the tail screen is lost, the head screen is kept, otherwise, it is determined that the hidden train exists in the head end direction of the target train, namely the head screen is lost, the tail screen is kept, and the method needs to be emphasized that the safety level of the shunting operation list needs to be ensured by manually intervening after the shunting operation list is obtained.
203. Whether the adjacent section of the designated shunting section was occupied and the switch direction is directed to the designated shunting section is detected based on real-time communication between the wireless occlusion center and the target train and the interlock.
It should be noted that, in this step, the adjacent sections of the designated shunting section are sections adjacent to the designated shunting section, and if the adjacent sections are occupied and the switch direction points to the designated shunting section, it is indicated that the designated shunting section has a possibility of entering the hidden train, so, in order to ensure accuracy of train screening control, whether the adjacent sections of the designated shunting section are occupied and the switch direction points to the designated shunting section can be detected based on real-time communication between the wireless blocking center and the target train and the interlock, if yes, the following step 204 is executed, otherwise the following step 205 is executed.
204. And determining the head screen state and the tail screen state of the target train to be lost or maintained according to the relative positions of the adjacent sections which are occupied and the turnout direction points to the designated shunting section and the designated shunting section.
In this step, the relative position of the adjacent section of the designated shunting section, which is occupied and the switch direction points to the designated shunting section, is determined, that is, which side of the designated shunting section the adjacent section of the designated shunting section is occupied and the switch direction points to is, that is, which side of the designated shunting section is provided with the hidden train is determined, so that the head screen state and the tail screen state of the target train can be determined to be lost or maintained according to the relative position of the adjacent section of the designated shunting section, which is occupied and the switch direction points to the designated shunting section, that is, the head screen state and the tail screen state are determined to be lost if the adjacent section is located in the head end direction of the target train, and the head screen state and the tail screen state are determined to be maintained if the adjacent section is located in the head end direction of the target train.
205. And directly determining the head screen state and the tail screen state of the target train to be kept.
In this step, since it is detected in step 203 that the adjacent section of the designated shunting section is not occupied or occupied and the switch direction does not point to the designated shunting section, it is indicated that there is no hidden train in the head end direction and the tail end direction of the target train, and therefore, the head screen state and the tail screen state of the target train can be directly determined to be maintained.
Further, in the implementation process of the steps 201 to 205, the communication between the wireless blocking center and the target train is maintained, and in the state where the communication is maintained, operations such as disconnection and re-grouping may be performed based on the actual application of the shunting mode, so in order to avoid determining an error for the tail screen state of the target train, specifically, the method further includes: detecting whether an integrity report of a target train is normal or not in real time based on real-time communication between the wireless block center and the target train; if not, the tail screen state of the target train is directly determined to be lost. The integrity report is a detection report for detecting whether the other carriages of the target train except the locomotive are separated, that is, the integrity report is only aimed at the tail, namely, the tail end direction of the target train, so that the tail screen state of the target train can be directly determined to be lost.
Further, the above steps are performed based on the fact that the wireless block center and the target train are in communication, but because communication between the wireless block center and the target train is possibly interrupted due to network delay and other factors, and the communication interruption cannot obtain the feedback vehicle-mounted position report of the target train, in order to further improve the running safety of the train, the method specifically further comprises: when the communication between the wireless block center and the target train is determined to be interrupted based on the real-time communication between the wireless block center and the target train, the head screen state and the tail screen state of the target train are directly determined to be lost. The determination method of the communication interruption may be that the vehicle-mounted position report cannot be acquired on time, the vehicle-mounted position report is illegal, and the embodiment is not limited specifically.
Further, since the communication interruption between the wireless blocking center and the target train is generally temporary, and in order to enable the screening of the train to be automatically controlled after the communication is recovered, the running efficiency and the driving safety of the train are ensured, specifically, after the head screen state and the tail screen state of the target train are directly determined to be lost, the method further comprises: when the communication between the wireless block center and the target train is determined to be recovered based on the real-time communication between the wireless block center and the target train, detecting whether the target train is still in a designated shunting section; if yes, judging whether the cross-pressure occupation condition exists in the designated shunting section before and after the target train enters the designated shunting section, and detecting whether the integrity report of the target train is normal in real time; if not, the head screen state and the tail screen state of the target train are directly determined to be lost. In this step, whether the target train is still in the designated shunting section may be determined through the vehicle-mounted position report received after communication is recovered or the route information of the adjacent section of the designated shunting section obtained based on the interlocking, which is not specifically limited in this embodiment.
Further, the specific implementation process for detecting whether the target train is still in the designated shunting section in the above steps is as follows: detecting whether position information in a vehicle-mounted position report of a target train which is received recently is not in a designated shunting section based on real-time communication between a wireless blocking center and the target train, and/or detecting whether an adjacent section of the designated shunting section handles a pulling-out route and the pulling-out route is in a use state based on real-time communication between the wireless blocking center and an interlocking; if not, determining that the target train is still in the designated shunting section; if yes, determining that the target train is not in the designated shunting section. It should be noted that, a specified time may be set in the specified shunting section to detect whether the target train is still in the specified shunting section, that is, to avoid the risk that the target train exits the specified shunting route and then returns to the specified shunting route, thereby further ensuring the detection accuracy of whether the target train is still in the specified shunting section, and further ensuring the accuracy of the automatic control of train screening.
Further, as an implementation of the method embodiments shown in fig. 1-2, the embodiment of the invention provides a train screening control device, which is used for implementing automatic control on train screening without manual intervention, so as to improve the operation efficiency and driving safety of the train. The embodiment of the device corresponds to the foregoing method embodiment, and for convenience of reading, details of the foregoing method embodiment are not described one by one in this embodiment, but it should be clear that the device in this embodiment can correspondingly implement all the details of the foregoing method embodiment. As shown in fig. 3, the apparatus is applied to a wireless block center, and comprises:
A judging unit 301, configured to judge, when a target train is switched to a shunting mode, whether a cross-pressure occupation situation exists in a designated shunting section before and after the target train enters the designated shunting section, where the cross-pressure occupation situation is determined based on real-time communication between the wireless blocking center and the target train, an interlock, and a shunting monitoring device;
a first determining unit 302, configured to determine, if the determining unit 301 determines that a cross-pressure occupation situation exists in the designated shunting section before and after the target train enters the designated shunting section, that a head screen state and a tail screen state of the target train are lost or maintained according to a cross-pressure direction corresponding to the cross-pressure occupation situation;
and a second determining unit 303, configured to directly determine that the head screening state and the tail screening state of the target train are maintained if the determining unit 301 determines that the target train has no cross-over occupation condition in the designated shunting section before and after entering the designated shunting section.
Further, as shown in fig. 4, the determining unit 301 includes:
a first detection module 3011, configured to detect, based on real-time communication between the wireless blocking center and the target train and the interlock, whether the target train is straddled by a shunting approach or occupied by another train before and after entering the designated shunting section;
A first determining module 3012, configured to determine that the target train has the cross-pressure occupation situation in the designated shunting section before and after entering the designated shunting section if the first detecting module 3011 detects that the designated shunting section is cross-pressed by a shunting route or occupied by other trains before and after entering the designated shunting section, and take a route handling direction of the designated shunting section, which is cross-pressed by a shunting route, or a train occupation direction of the designated shunting section, as a cross-pressure direction corresponding to the cross-pressure occupation situation;
the first determining module 3012 is further configured to determine that the target train does not have the span pressure occupation condition in the designated shunting section before and after entering the designated shunting section if the first detecting module 3011 detects that the designated shunting section is not spanned by a shunting route and is not occupied by other trains before and after entering the designated shunting section.
Further, as shown in fig. 4, the determining unit 301 includes:
an obtaining module 3013, configured to obtain a shunting job ticket corresponding to the designated shunting section based on real-time communication between the wireless blocking center and the target train and the shunting monitoring device;
A second detection module 3014, configured to detect whether a shunting record associated with the designated shunting section exists in the shunting job ticket obtained by the obtaining module 3013;
the second determining module 3015 is configured to determine that a cross-pressure occupation situation exists in the designated shunting section before and after the target train enters the designated shunting section if the second detecting module 3014 detects that a shunting record associated with the designated shunting section exists in the shunting job ticket, and take a driving direction corresponding to the shunting record as a cross-pressure direction corresponding to the cross-pressure occupation situation;
the second determining module 3015 is further configured to determine that the cross-pressure occupation condition does not exist in the designated shunting section before and after the target train enters the designated shunting section if the second detecting module 3014 detects that there is no shunting record associated with the designated shunting section in the shunting job ticket.
Further, as shown in fig. 4, the first determining unit 302 is specifically configured to,
when the approach handling direction of the designated shunting section, which is spanned by a shunting approach, or the train occupation direction occupied by other trains is the same as the running direction of the target train, determining that the head screen state of the target train is kept and the tail screen state is lost;
When the designated shunting section has a route handling direction of being crossed by a shunting route or a train occupation direction of being occupied by other trains, which is opposite to the running direction of the target train, the head screen state of the target train is determined to be lost, and the tail screen state is determined to be kept.
Further, as shown in fig. 4, the first determining unit 302 is specifically configured to,
when the running direction corresponding to the shunting record is the same as the running direction of the target train, determining that the head screen state of the target train is kept and the tail screen state is lost;
and when the running direction corresponding to the shunting record is opposite to the running direction of the target train, determining that the head screen state of the target train is lost and the tail screen state is maintained.
Further, as shown in fig. 4, the apparatus further includes:
a first detecting unit 304 for detecting whether or not an adjacent section of the designated shunting section has been occupied and a switch direction is directed to the designated shunting section based on real-time communication between the wireless block center and the target train and the interlock before the second determining unit 303;
a third determining unit 305, configured to determine that the head screen state and the tail screen state of the target train are lost or maintained according to the relative positions of the adjacent section of the designated shunting section that was occupied and whose switch direction points to the designated shunting section and the designated shunting section if the first detecting unit 304 detects that the adjacent section of the designated shunting section was occupied and whose switch direction points to the designated shunting section;
The second determining unit 303 is specifically configured to,
if the first detection unit 304 detects that the adjacent section of the designated shunting section is not occupied and the switch direction points to the designated shunting section, the head screen state and the tail screen state of the target train are directly determined to be maintained.
Further, as shown in fig. 4, the apparatus further includes:
a second detecting unit 306, configured to detect whether the integrity report of the target train is normal in real time based on real-time communication between the wireless block center and the target train;
and a fourth determining unit 307, configured to directly determine that the tail screen state of the target train is lost if the second detecting unit 306 detects that the integrity report of the target train is abnormal in real time.
Further, as shown in fig. 4, the apparatus further includes:
a fifth determining unit 308, configured to directly determine that the head screen state and the tail screen state of the target train are lost when it is determined that the communication between the wireless block center and the target train is interrupted based on the real-time communication between the wireless block center and the target train.
Further, as shown in fig. 4, the apparatus further includes:
A third detecting unit 309 for detecting whether the target train is still in the designated shunting section when it is determined that the communication between the wireless block center and the target train is restored based on the real-time communication between the wireless block center and the target train after the fifth determining unit 308;
an execution unit 310, configured to, if the third detection unit 308 detects that the target train is still in the designated shunting section, re-determine whether the target train has the cross-pressure occupancy in the designated shunting section before and after entering the designated shunting section, and detect in real time whether an integrity report of the target train is normal;
the fifth determining unit 308 is specifically configured to,
if the third detecting unit 309 detects that the target train is not in the designated shunting section, the head screen state and the tail screen state of the target train are directly determined to be lost.
Further, as shown in fig. 4, the third detecting unit 309 includes:
a third detection module 3091 for detecting whether or not position information in a last received on-vehicle position report of the target train is not within the designated shunting section based on real-time communication between the wireless occlusion center and the target train,
And/or
Detecting whether an adjacent section of the designated shunting section handles a draw-out route and the draw-out route is in use based on real-time communication between the wireless occlusion center and the interlock;
a third determining module 3092, configured to, if the third detecting module 3091 detects that the position information in the latest received vehicle-mounted position report of the target train is in the designated shunting section,
and/or
Detecting that the adjacent section of the designated shunting section does not handle the pulling-out route or handles the pulling-out route and the pulling-out route is not in a use state, and determining that the target train is still in the designated shunting section;
the third determining module 3092 is further configured to, if the third detecting module 3091 detects that the position information in the latest received on-board position report of the target train is not in the designated shunting section,
and/or
And detecting that the adjacent section of the designated shunting section handles the traction entrance and the traction entrance is not in a use state, and determining that the target train is not in the designated shunting section.
Further, an embodiment of the present invention further provides a storage medium, where the storage medium is configured to store a computer program, where the computer program controls, when running, a device where the storage medium is located to execute the train screening control method described in fig. 1-2.
Further, the embodiment of the invention also provides a processor, which is used for running a program, wherein the program runs to execute the train screening control method described in the above figures 1-2.
In the foregoing embodiments, the descriptions of the embodiments are emphasized, and for parts of one embodiment that are not described in detail, reference may be made to related descriptions of other embodiments.
It will be appreciated that the relevant features of the methods and apparatus described above may be referenced to one another. In addition, the "first", "second", and the like in the above embodiments are for distinguishing the embodiments, and do not represent the merits and merits of the embodiments.
It will be clear to those skilled in the art that, for convenience and brevity of description, specific working procedures of the above-described systems, apparatuses and units may refer to corresponding procedures in the foregoing method embodiments, which are not repeated herein.
The algorithms and displays presented herein are not inherently related to any particular computer, virtual system, or other apparatus. Various general-purpose systems may also be used with the teachings herein. The required structure for a construction of such a system is apparent from the description above. In addition, the present invention is not directed to any particular programming language. It will be appreciated that the teachings of the present invention described herein may be implemented in a variety of programming languages, and the above description of specific languages is provided for disclosure of enablement and best mode of the present invention.
Furthermore, the memory may include volatile memory, random Access Memory (RAM) and/or nonvolatile memory, such as Read Only Memory (ROM) or flash memory (flash RAM), in a computer readable medium, the memory including at least one memory chip.
It will be appreciated by those skilled in the art that embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
In one typical configuration, a computing device includes one or more processors (CPUs), input/output interfaces, network interfaces, and memory.
The memory may include volatile memory in a computer-readable medium, random Access Memory (RAM) and/or nonvolatile memory, etc., such as Read Only Memory (ROM) or flash RAM. Memory is an example of a computer-readable medium.
Computer readable media, including both non-transitory and non-transitory, removable and non-removable media, may implement information storage by any method or technology. The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of storage media for a computer include, but are not limited to, phase change memory (PRAM), static Random Access Memory (SRAM), dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), read Only Memory (ROM), electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory technology, compact disc read only memory (CD-ROM), digital Versatile Discs (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices, or any other non-transmission medium, which can be used to store information that can be accessed by a computing device. Computer-readable media, as defined herein, does not include transitory computer-readable media (transmission media), such as modulated data signals and carrier waves.
It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article or apparatus that comprises an element.
It will be appreciated by those skilled in the art that embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The foregoing is merely exemplary of the present application and is not intended to limit the present application. Various modifications and changes may be made to the present application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc. which are within the spirit and principles of the present application are intended to be included within the scope of the claims of the present application.
Claims (11)
1. A train screening control method, applied to a radio block center, comprising:
when a target train is switched to a shunting mode, judging whether a cross-pressure occupation condition exists in a designated shunting section before and after the target train enters the designated shunting section, wherein the cross-pressure occupation condition is determined based on real-time communication between the wireless blocking center and the target train, interlocking and shunting monitoring equipment;
If yes, determining that the head screen state and the tail screen state of the target train are lost or maintained according to the cross-pressure direction corresponding to the cross-pressure occupation condition;
if not, directly determining the head screen state and the tail screen state of the target train to be kept;
judging whether the target train has a cross-pressure occupation condition in the designated shunting section before and after entering the designated shunting section, wherein the cross-pressure occupation condition comprises two implementation modes,
the first embodiment is:
detecting whether the target train is straddled by a shunting access or occupied by other trains before and after entering the designated shunting section based on real-time communication between the wireless blocking center and the target train and the interlock;
if yes, determining that the target train has the cross-pressure occupation situation in the designated shunting section before and after entering the designated shunting section, and taking the crossing processing direction of the designated shunting section, which is crossed by a shunting route, or the train occupation direction occupied by other trains as the cross-pressure direction corresponding to the cross-pressure occupation situation;
if not, determining that the cross-pressure occupation condition does not exist in the designated shunting section before and after the target train enters the designated shunting section;
The second embodiment is:
acquiring a shunting job ticket corresponding to the designated shunting section based on real-time communication between the wireless blocking center and the target train and the shunting monitoring equipment;
detecting whether a shunting record associated with the designated shunting section exists in the shunting job ticket;
if yes, determining that the target train has a cross-pressure occupation situation in the designated shunting section before and after entering the designated shunting section, and taking the running direction corresponding to the shunting record as the cross-pressure direction corresponding to the cross-pressure occupation situation;
if not, determining that the cross-pressure occupation condition does not exist in the designated shunting section before and after the target train enters the designated shunting section.
2. The method of claim 1, wherein determining that the head and tail screen states of the target train are lost or maintained according to the cross-press direction corresponding to the cross-press occupancy comprises:
when the approach handling direction of the designated shunting section, which is spanned by a shunting approach, or the train occupation direction occupied by other trains is the same as the running direction of the target train, determining that the head screen state of the target train is kept and the tail screen state is lost;
When the designated shunting section has a route handling direction of being crossed by a shunting route or a train occupation direction of being occupied by other trains, which is opposite to the running direction of the target train, the head screen state of the target train is determined to be lost, and the tail screen state is determined to be kept.
3. The method of claim 1, wherein determining that the head and tail screen states of the target train are lost or maintained according to the cross-press direction corresponding to the cross-press occupancy comprises:
when the running direction corresponding to the shunting record is the same as the running direction of the target train, determining that the head screen state of the target train is kept and the tail screen state is lost;
and when the running direction corresponding to the shunting record is opposite to the running direction of the target train, determining that the head screen state of the target train is lost and the tail screen state is maintained.
4. The method of claim 1, wherein prior to directly determining the head and tail screen states of the target train as hold, the method further comprises:
detecting whether an adjacent section of the designated shunting section was occupied and a switch direction is directed to the designated shunting section based on real-time communication between the wireless occlusion center and the target train and the interlock;
If so, determining that the head screen state and the tail screen state of the target train are lost or maintained according to the relative positions of the adjacent sections which are occupied and the switch direction points to the designated shunting section and the designated shunting section;
if not, directly determining the head screen state and the tail screen state of the target train to be kept.
5. The method according to claim 1, wherein the method further comprises:
detecting whether an integrity report of the target train is normal in real time based on real-time communication between the wireless block center and the target train;
if not, the tail screen state of the target train is directly determined to be lost.
6. The method according to any one of claims 1-5, further comprising:
when the communication between the wireless block center and the target train is determined to be interrupted based on the real-time communication between the wireless block center and the target train, the head screen state and the tail screen state of the target train are directly determined to be lost.
7. The method of claim 6, wherein after directly determining the head screen status and the tail screen status of the target train as lost, the method further comprises:
When it is determined that the communication between the wireless block center and the target train is restored based on the real-time communication between the wireless block center and the target train, detecting whether the target train is still in the designated shunting section;
if yes, judging whether the cross-pressure occupation condition exists in the designated shunting section before and after the target train enters the designated shunting section, and detecting whether an integrity report of the target train is normal in real time;
if not, the head screen state and the tail screen state of the target train are directly determined to be lost.
8. The method of claim 7, wherein detecting whether the target train is still in the designated shunting section comprises:
detecting whether position information in a latest received on-board position report of the target train is not within the designated shunting section based on real-time communication between the wireless occlusion center and the target train,
and/or
Detecting whether an adjacent section of the designated shunting section handles a draw-out route and the draw-out route is in use based on real-time communication between the wireless occlusion center and the interlock;
if not, determining that the target train is still in the designated shunting section;
If yes, determining that the target train is not in the designated shunting section.
9. A train screening control apparatus for use in a radio block center, said apparatus comprising:
the judging unit is used for judging whether the target train has a trans-pressure occupation situation or not in the designated shunting section before and after entering the designated shunting section when the target train is switched to a shunting mode, wherein the trans-pressure occupation situation is determined based on real-time communication between the wireless blocking center and the target train, the interlocking and the shunting monitoring equipment;
the first determining unit is used for determining that the head screen state and the tail screen state of the target train are lost or kept according to the cross-pressure direction corresponding to the cross-pressure occupation situation if the judging unit judges that the cross-pressure occupation situation exists in the designated shunting section before and after the target train enters the designated shunting section;
the second determining unit is used for directly determining that the head screen state and the tail screen state of the target train are kept if the judging unit judges that the cross-pressure occupation condition does not exist in the designated shunting section before and after the target train enters the designated shunting section;
The judging unit comprises two embodiments,
the first embodiment is:
a first detection module for detecting whether the target train is crossed by a shunting access or occupied by other trains before and after entering the designated shunting section based on real-time communication between the wireless blocking center and the target train and the interlocking;
the first determining module is configured to determine that the cross-pressure occupation situation exists in the designated shunting section before and after the target train enters the designated shunting section if the first detecting module detects that the designated shunting section is cross-pressed by a shunting route or occupied by other trains before and after the target train enters the designated shunting section, and take a processing direction of a route of the designated shunting section being cross-pressed by a shunting route or a train occupation direction of the designated shunting section being occupied by other trains as a cross-pressure direction corresponding to the cross-pressure occupation situation;
the first determining module is further configured to determine that the target train does not have the occupation situation of the crossing pressure of the designated shunting section before and after the target train enters the designated shunting section if the first detecting module detects that the designated shunting section is not crossed by a shunting access and is not occupied by other trains before and after the target train enters the designated shunting section;
The second embodiment is:
the acquisition module is used for acquiring a shunting job ticket corresponding to the designated shunting section based on real-time communication between the wireless blocking center and the target train and the shunting monitoring equipment;
the second detection module is used for detecting whether a shunting record associated with the designated shunting section exists in the shunting job ticket acquired by the acquisition module;
the second determining module is used for determining that the target train has a cross-pressure occupation situation in the designated shunting section before and after entering the designated shunting section if the shunting record associated with the designated shunting section exists in the shunting job ticket by the second detecting module, and taking a running direction corresponding to the shunting record as a cross-pressure direction corresponding to the cross-pressure occupation situation;
and the second determining module is further configured to determine that the cross-pressure occupation condition does not exist in the designated shunting section before and after the target train enters the designated shunting section if the second detecting module detects that a shunting record associated with the designated shunting section does not exist in the shunting job ticket.
10. A storage medium comprising a stored program, wherein the program, when run, controls a device in which the storage medium is located to execute the train screening control method according to any one of claims 1 to 8.
11. A processor for running a program, wherein the program when run performs the train screening control method according to any one of claims 1 to 8.
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| CN117681928A (en) * | 2023-11-13 | 2024-03-12 | 北京城建智控科技股份有限公司 | Train route matching method and device of full-automatic running system |
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