Train fault screening method and device

Abstract

The application provides a train fault screening method and device, and the method comprises the following steps: determining the order of all trains in a preset area of a line, and obtaining the front train or the rear train of each train according to the order; in the case that there is a non-communication train in all trains, after any train resumes communication with a regional controller, the envelope of the any train, the envelope of the front train and the envelope of the rear train are determined; the head screening of the any train is performed according to whether the envelope of the any train and the envelope of the front train overlap, and the tail screening of the any train is performed according to whether the envelope of the any train and the envelope of the rear train overlap. The application determines that there is no hidden train between any train and its front train and rear train by ordering the trains in the preset area, quickly completes the screening of the trains, realizes the rapid upgrading of the trains, and improves the operation efficiency of the trains.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a method and apparatus for screening train faults. Background Technology

[0002] In a CBTC (Communication Based Train Control) system, trains with long axle lengths (e.g., exceeding 1.5km) on the track operate in CBTC mode. When communication between the train and the ZC (Zone Controller) fails, the train degrades to RM (Restricted Manual Driving) mode without location reporting and continues operating.

[0003] If a train is downgraded in a long axle section, the unknown area ahead of the train needs to be re-evaluated according to the new screening rules to complete the train upgrade. This involves screening the unknown area ahead to determine if there are any trains. In the existing CBTC system screening method, ZC sets up a hypothetical hidden train both in front of and behind the current train before the screening is complete. The signaling system also defines a minimum train length, which should be less than the minimum train length that can run on the line. Screening includes front-end screening and rear-end screening.

[0004] For the front-end screening, if the distance between the train's external position and the boundary of the preceding section is greater than the minimum train length, and the preceding track section is unoccupied, ZC will retain the hypothetical hidden train ahead. If the distance between the train's external position and the boundary of the preceding section is less than the minimum train length, and the preceding track section is unoccupied, ZC will remove the hypothetical hidden train ahead. For the rear-end screening, if the distance between the train's external position and the boundary of the following section is less than the minimum train length, and the following track section is unoccupied, ZC will remove the hypothetical hidden train behind.

[0005] Based on the current downgraded train speed of 25km / h, it would take approximately 3.5 minutes to re-select the train in the long axle counting section. Furthermore, the train would need to travel at low speed to 25m before the end of the long axle counting section in order to complete the selection normally, thus affecting the train's operational efficiency. Summary of the Invention

[0006] This invention provides a train fault screening method and apparatus to solve the shortcomings of the prior art in that the screening time for train communication failures is long and affects the operational efficiency, thereby enabling rapid screening of trains and improving train operation efficiency.

[0007] This invention provides a train fault screening method, comprising:

[0008] Determine the order of all trains within a preset area of ​​the line, and obtain the preceding or following train for each train based on the order.

[0009] determining an envelope of the any train, an envelope of the front train and an envelope of the rear train after the any train resumes communication with the regional controller in the case that there is a non-communication train in all trains;

[0010] performing head-end screening of the any train according to whether the envelope of the any train and the envelope of the front train overlap, and performing tail-end screening of the any train according to whether the envelope of the any train and the envelope of the rear train overlap.

[0011] According to the train fault screening method provided by the application, before the step of determining the envelope of the any train, the envelope of the front train and the envelope of the rear train, the method further comprises:

[0012] in the case that all trains are CBTC trains and communication of the any train with the regional controller is interrupted, downgrading the any train and the rear train to RM mode;

[0013] After the step of performing head-end screening of the any train according to whether the envelope of the any train and the envelope of the front train overlap, and performing tail-end screening of the any train according to whether the envelope of the any train and the envelope of the rear train overlap, the method further comprises:

[0014] in the case that the envelope of the any train and the envelope of the front train do not overlap, and the envelope of the any train and the envelope of the rear train do not overlap, upgrading the any train and the rear train to CBTC mode.

[0015] According to the train fault screening method provided by the application, the step of determining the envelope of the any train, the envelope of the front train and the envelope of the rear train comprises:

[0016] determining the envelope of the any train according to positioning information in a position report of the any train;

[0017] determining the envelope of the front train according to positioning information in a position report of the front train;

[0018] determining the envelope of the rear train according to positioning information in a position report of the rear train.

[0019] According to the train fault screening method provided by the application, the step of determining the envelope of the any train, the envelope of the front train and the envelope of the rear train comprises:

[0020] in the case that all trains are non-communication trains, determining the envelope of the any train according to positioning information in a position report of the any train after the any train resumes communication with the regional controller;

[0021] in case the front or rear vehicle resumes communication with the zone controller, determining an envelope of the front or rear vehicle from positioning information in a position report of the front or rear vehicle;

[0022] in case the front or rear vehicle resumes communication with the zone controller, determining an envelope of the front or rear vehicle from positioning information in a position report of the front or rear vehicle;

[0023] According to the train fault screening method provided by the application, before the step of determining the sequence of all trains in the preset area of the line, the method further comprises:

[0024] in case the front or rear vehicle resumes communication with the zone controller, determining an envelope of the front or rear vehicle from positioning information in a position report of the front or rear vehicle;

[0025] According to the train fault screening method provided by the application, before the step of determining the sequence of all trains in the preset area of the line, the method further comprises:

[0026] in case the front or rear vehicle resumes communication with the zone controller, determining an envelope of the front or rear vehicle from positioning information in a position report of the front or rear vehicle;

[0027] in case the front or rear vehicle resumes communication with the zone controller, determining an envelope of the front or rear vehicle from positioning information in a position report of the front or rear vehicle;

[0028] The application further provides a train fault screening device, comprising:

[0029] a determining module configured to determine the sequence of all trains in a preset area of a line, and obtain a front or rear vehicle of each train according to the sequence;

[0030] a calculating module configured to, in case there is a non-communication train among all trains, determine an envelope of the train, an envelope of the front vehicle and an envelope of the rear vehicle after any train resumes communication with the zone controller;

[0031] The screening module is configured to perform head screening on the any train according to whether the envelope of the any train and the envelope of the front train overlap, and perform tail screening on the any train according to whether the envelope of the any train and the envelope of the rear train overlap.

[0032] The present application also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the train fault screening method according to any one of the above when executing the program.

[0033] The present application also provides a non-transitory computer readable storage medium, which stores a computer program, wherein the computer program is executable on a processor to implement the train fault screening method according to any one of the above.

[0034] The present application also provides a computer program product, comprising a computer program, wherein the computer program is executable on a processor to implement the train fault screening method according to any one of the above.

[0035] The train fault screening method and device provided by the present application can determine the front train and the rear train of any train by sorting the trains in a preset area, and after a non-communication train in the preset area and the communication with the area controller are restored, the envelope of the non-communication train is determined to not overlap with the envelope of the front train and the envelope of the rear train, so that the head screening and the tail screening of the train can be completed, the train can be upgraded quickly, the train needs not to run for a long distance in the axle counting section, the time required for upgrading the train is reduced, and the operation efficiency of the train is improved. BRIEF DESCRIPTION OF DRAWINGS

[0036] In order to more clearly illustrate the technical solutions in the present application or prior art, the following will briefly introduce the drawings needed in the embodiments or prior art description. Obviously, the drawings in the following description are some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained without creative labor.

[0037] Figure 1 is a flowchart of the train fault screening method provided by the present application;

[0038] Figure 2 is a schematic diagram of multiple trains entering a preset area in the train fault screening method provided by the present application;

[0039] Figure 3 is one of the schematic diagrams of a non-communication train entering a preset area in the train fault screening method provided by the present application;

[0040] Figure 4 is another schematic diagram of a non-communication train entering a preset area in the train fault screening method provided by the present application;

[0041] Figure 5 is a schematic view of a non-communication train starting to drive off a preset area in the train fault screening method provided by the present application;

[0042] Figure 6 is a schematic view of a non-communication train completely driving off a preset area in the train fault screening method provided by the present application;

[0043] Figure 7 is a structural schematic view of the train fault screening device provided by the present application;

[0044] Figure 8 is a structural schematic view of the electronic device provided by the present application. DETAILED DESCRIPTION

[0045] To make the objectives, technical solutions and advantages of the present application clearer, the technical solutions in the present application will be described below in connection with the drawings in the present application. Obviously, the described embodiments are only some of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the protection scope of the present application.

[0046] The train fault screening method of the present application will be described below in connection with Figures 1 to 6 The train fault screening method of the present application comprises the following steps:

[0047] Step 101, determining the order of all trains in a preset area of a line, and obtaining the front or rear train of each train according to the order.

[0048] The preset area is a train rapid upgrading area, which is a section of area on a train operation line. Only in this area, the rapid upgrading of the train can be realized.

[0049] Optionally, the preset area is a long axle area, a section of area on the line without a turnout, or an area in which the state of the turnout does not change when the train passes through; wherein the preset area can contain multiple routes.

[0050] The preset area needs to be provided with an entrance and an exit.

[0051] Optionally, the entrance can be a platform, and the platform allows only one train to enter at a time, and the exit can be a route terminal signal machine in the outbound direction of the entrance platform.

[0052] When the train is running normally, it communicates with the area controller to report its own positioning information. The area controller maintains the order relationship of multiple trains on the operation line. If the train does not have a fault before entering the preset area, the area controller can determine the order of the train according to the train position report before the fault.

[0053] According to the train sorting, the front train and the rear train of each train entering the preset area are determined to determine whether there is a hidden train between each train and the front train and the rear train, so as to complete the train screening in the CBTC system.

[0054] In step 102, in the case that there is a non-communication train in all trains, after any train resumes communication with the area controller, the envelope of the train, the envelope of the front train and the envelope of the rear train are determined.

[0055] The non-communication train is a train that cannot communicate with the area controller due to a fault. The number of non-communication trains in the preset area can be one or more.

[0056] The envelope of the train is the safety envelope of the train, that is, a distance added to the non-safe position to ensure the safety of the train position. Each train has its corresponding train envelope.

[0057] Optionally, the envelope of the train can be a TSE envelope or a NISE envelope, and the determination method of the envelope of the train is not limited in the embodiment.

[0058] In step 103, the train head screening is performed on the train according to whether the envelope of the train and the envelope of the front train overlap, and the train tail screening is performed on the train according to whether the envelope of the train and the envelope of the rear train overlap.

[0059] In the preset area, after any fault train resumes communication with the area controller, the train screening needs to be performed on the train to determine that there is no hidden train between the train and the front train and the rear train, so that the train can be upgraded to resume normal driving.

[0060] The train screening includes train head screening and train tail screening.

[0061] The train head screening is to determine that the envelope of the train and the envelope of the front train do not overlap, that is, there is a safe distance for the train to normally drive between the train and the front train, and there is no hidden train between the front train and the train.

[0062] The train tail screening is to determine that the envelope of the train and the envelope of the rear train do not overlap, that is, there is a safe distance for the rear train to normally drive between the train and the rear train, and there is no hidden train between the train and the rear train.

[0063] After the train head screening and the train tail screening are completed, it can be determined that there is a safe distance for the train and the rear train to normally drive between the train and the front train and the rear train, and the train can be upgraded.

[0064] The present application determines the front and rear vehicles of any train by sorting the trains in the preset area, and after the non-communication vehicle in the preset area and the communication recovery with the area controller, determines that the envelope of the non-communication vehicle does not overlap with the envelope of the front vehicle and the envelope of the rear vehicle, so as to complete the head screening and tail screening of the train, realize the rapid upgrading of the train, and reduce the time required for the train upgrading, thereby improving the operation efficiency of the train.

[0065] In the train fault screening method, before the step of determining the envelope of the any train, the envelope of the front vehicle and the envelope of the rear vehicle after the any train and the area controller resume communication in the case that the non-communication vehicle exists in all trains, the method further comprises the following steps:

[0066] In the case that all trains are CBTC trains and the communication of any train with the area controller is interrupted, the any train and the rear vehicle are downgraded to the RM mode.

[0067] The CBTC train refers to the train which can communicate with the area controller and is in the normal driving state, that is, in the CBTC mode.

[0068] When the communication of any CBTC train with the area controller is interrupted, the area controller cannot obtain the positioning information of the train in real time, in order to ensure the driving safety, the train and the rear vehicle are downgraded to the RM mode (Restricted Manual), and the train is manually controlled by the train driver to move forward at a certain speed (usually 25 to 30 km / h), until the train is upgraded.

[0069] When the train is in the RM mode, since the area controller cannot obtain the positioning information of the train, that is, cannot judge whether there is a hidden train between the train and the front vehicle and the rear vehicle, the head screening of the train with the front vehicle is lost, and the tail screening of the train with the rear vehicle is lost.

[0070] Optionally, a marker is added to the train screening to display the head screening state and the tail screening state of the train, and the reason for the downgrade of each train is marked.

[0071] Optionally, the train marker which loses the screening due to the downgrade of the adjacent train is marked.

[0072] For example, when a train is downgraded to the RM mode, the head screening and the tail screening markers of the train are lost. At the same time, the tail screening of the front vehicle and the head screening of the rear vehicle are faulty, the tail screening marker of the front vehicle and the head screening marker of the rear vehicle are lost, and the tail screening of the front vehicle and the head screening of the rear vehicle are marked as "losing screening due to the downgrade of the adjacent train".

[0073] The "loss of screening due to adjacent train degradation" represents that the screening failure flag of the train is associated with the flag, and the screening failure flag of the train is automatically removed after the associated factor is removed, that is, the adjacent train of the train restores the communication with the area controller, and the original screening state can be quickly restored.

[0074] Optionally, after the head screening and the tail screening are completed, a screening completion flag is added to each train.

[0075] After the step of performing the head screening on the any train according to whether the envelope of the any train and the envelope of the front train overlap, and performing the tail screening on the any train according to whether the envelope of the any train and the envelope of the rear train overlap, the method further comprises:

[0076] In the case that the envelope of the any train and the envelope of the front train do not overlap, and the envelope of the any train and the envelope of the rear train do not overlap, the any train and the rear train are upgraded to the CBTC mode.

[0077] The envelope of the any train and the envelope of the front train and the envelope of the rear train in the preset area do not overlap, there is no hidden train between the any train and the front train and the rear train, the head screening and the tail screening of the any train are completed, and the any train can normally travel, and thus the any train is upgraded to the CBTC mode.

[0078] That is, when there is no train failure in the preset area, the area controller can confirm the ordering relationship of the trains and the positioning information of each train,

[0079] It should be noted that for the train whose head screening / tail screening flag is "loss of screening due to adjacent train degradation", the completion screening flag of the tail screening / head screening of the train always exists, and after the front train / rear train of the train restores the communication with the area controller, the head screening flag / tail screening flag is removed, and the area controller can quickly restore the screening state of the train according to the train ordering, and quickly upgrade the train to the CBTC train.

[0080] For example, as shown in FIG. 1, four trains T1, T2, T3 and T4 travel on the running line of the preset area, and the travel direction of each train is indicated by the arrow of the train body. Figure 2

[0081] If T3 suddenly interrupts the communication with the area controller and is degraded to the RM mode, the head screening and the tail screening of T3 are lost. At the same time, T4 behind T3 loses the head screening due to the degradation of T3 and is degraded to the RM mode and is marked as "loss of screening due to adjacent train degradation".

[0082] ​After the communication of T3 with the zone controller is restored, the train head screening mark of T4 is immediately restored, and T4 is upgraded to a CBTC train immediately to realize fast screening.

[0083] After the communication of T3 with the zone controller is restored, the zone controller receives the positioning information sent by T3 and determines the TSE envelope of T3; according to the train sorting, the zone controller determines that the front train of T3 is T2 and the rear train of T3 is T4, and compares the envelope of T3 with the envelopes of T2 and T4, if the envelope of T3 does not overlap with the envelopes of T2 and T4, it is confirmed that there is no hidden train between T3, T2 and T4, T3 completes screening immediately and is upgraded to a CBTC train to realize fast screening.

[0084] If the envelope of T3 overlaps with the envelope of T2 or T4, the hidden train between T3 and T2 or T4 cannot be excluded, at this time, fast screening is not performed, and train screening is completed according to the existing screening mode.

[0085] The present application realizes the fast screening of each train as long as the zone controller can confirm the sorting relationship of the trains and the positioning information of each train in the preset area without train failure, without each train driving through a terminal of an axle section boundary to complete train screening.

[0086] In the train failure screening method of the present application, the steps of determining the envelope of any train, the envelope of the front train and the envelope of the rear train include:

[0087] The envelope of any train is determined according to the positioning information in the position report of the train;

[0088] The zone controller determines the envelope of the train in real time according to the positioning information in the position report of the train.

[0089] After the communication of the train with the zone controller is restored and the train is still in the RM mode, the zone controller can still determine the envelope of the train according to the positioning information obtained by communication.

[0090] The envelope of the front train is determined according to the positioning information in the position report of the front train;

[0091] The zone controller determines the envelope of the front train in real time according to the positioning information in the position report of the front train.

[0092] The envelope of the rear train is determined according to the positioning information in the position report of the rear train.

[0093] The zone controller determines the envelope of the rear train in real time according to the positioning information in the position report of the rear train.

[0094] It should be noted that even if the following vehicle loses its head filter due to the failure of the preceding vehicle and is downgraded to RM mode, the area controller can still obtain the envelope of the following vehicle in real time because the following vehicle can always communicate with the area controller.

[0095] In the train fault screening method of the present invention, the step of determining the envelope of any train, the envelope of the preceding train, and the envelope of the following train includes:

[0096] When all trains are non-communication trains, after any train resumes communication with the area controller, the envelope of any train is determined based on the positioning information in the location report of any train.

[0097] If any train is a non-communication train within the preset area, and the area controller resumes communication with the area controller, the area controller can determine the envelope of that train through the positioning information sent by the train.

[0098] If the preceding or following vehicle resumes communication with the area controller, the envelope of the preceding or following vehicle is determined based on the positioning information in the position report of the preceding or following vehicle.

[0099] If communication between the preceding and following trains and the area controller is restored, the area controller can determine the envelopes of the preceding and following trains based on the positioning information sent by the preceding and following trains.

[0100] In the event of a communication interruption between the preceding or following vehicle and the area controller, the axle counting section occupied by the preceding or following vehicle as detected by the secondary detection device shall be taken as the envelope of the preceding or following vehicle.

[0101] Optionally, the secondary detection device is an axle counter detector, used to detect the occupancy status of the axles.

[0102] When an axle counter is triggered, the system determines that a train has passed through its corresponding section and determines the position of the train in that section based on the signal output of each axle counter.

[0103] If the communication between the preceding or following train and the area controller is still interrupted, the area controller cannot determine its envelope through the positioning information. In this case, the axle counting section occupied by the preceding or following train detected by the secondary detection equipment is used as the envelope of the preceding or following train, so as to realize the rapid upgrade of the fault recovery train.

[0104] For example, such as Figure 2 The directions of travel for T1, T2, T3, and T4 are shown in the vehicle body diagram.

[0105] When entering the preset area, T1, T2, T3 and T4 are all non-communication vehicles. After a period of time, communication between T2, T3 and T4 and the area controller is restored, but communication between T1 and the area controller is not restored.

[0106] For T2, the regional controller can obtain its own envelope and the envelope of the rear vehicle T3 through positioning information, and when the envelope of T2 does not overlap with the envelope of T3, the tail screening of T2 is completed; the regional controller obtains the axle counting section corresponding to T1 through the secondary detection device, and confirms it as the envelope of T1, and if the envelope of T1 does not overlap with the envelope of T2, the head screening of T2 is completed, at this time the regional controller upgrades T2 to a CBTC train, and realizes fast screening.

[0107] For T3, the regional controller can obtain its own envelope, the envelope of the front vehicle T2 and the envelope of the rear vehicle T4 through positioning information, so when the envelope of T3 does not overlap with the envelope of T2 and the envelope of T4, it is determined that the head screening and the tail screening of T3 are completed, the regional controller upgrades T3 to a CBTC train, and realizes fast screening.

[0108] For T4, the regional controller can obtain its own envelope and the envelope of the front vehicle T3 through positioning information, and when the envelope of T4 does not overlap with the envelope of T3, the head screening of T4 is completed; since there is no train behind T4 in the preset area, if the distance between the envelope of T4 and the boundary of the rear section is less than the minimum train length, it is considered that there is no hidden train behind T4 in the preset area, the tail screening of T4 is completed, the regional controller upgrades T4 to a CBTC train, and realizes fast screening.

[0109] The application realizes fast screening of the train that restores communication by taking the axle counting section as the envelope of the non-communication train, so that when there is still a train in the preset area that has not restored communication with the regional controller, the fast screening of the train that restores communication can still be realized.

[0110] In the train fault screening method of the application, before the step of determining the order of all trains in the preset area of the line, the method further comprises the following steps:

[0111] In the case that the first axle counting section outside the entrance of the preset area is in an occupied state in the last period, the first axle counting section inside the entrance is in an idle state, and the first axle counting section inside the entrance is in an occupied state in the current period, it is determined that a non-communication train enters the preset area in the current period.

[0112] If a CBTC train enters the preset area, the regional controller tracks the position of the train and adds the train to the order chain relationship.

[0113] If a non-communication train enters the preset area, the regional controller tracks the position of the train through the axle counting state change, and adds the train to the order chain relationship.

[0114] Specifically, as Figure 3The shown, free screening sorting area is a preset area, the preset area has axle S1, S2 and S3, the entrance of the preset area is platform 1, and the exit is platform 2. Figure 3 The upper graph in the figure represents the occupation state of the axle section in the last period, and the lower graph represents the occupation state of the axle section in the current period.

[0115] When the first axle section W2 outside the entrance of the preset area is in the occupied state in the last period, the first axle section W3 inside the entrance is in the idle state, and the first axle section W3 inside the entrance is in the occupied state in the current period, it is determined that a non-communication vehicle enters the preset area in the current period.

[0116] Further, as shown in the figure, Figure 4 Figure 4 The upper graph in the figure represents the occupation state of the axle section in the last period, and the lower graph represents the occupation state of the axle section in the current period.

[0117] When the axle sections W2 and W3 again satisfy the last period W2 is in the occupied state and W3 is in the idle state, and W3 is in the occupied state in the current period, it is considered that the second non-communication vehicle enters the preset area.

[0118] It should be noted that the axle occupation state of W2 in the current period does not affect the judgment of the non-communication vehicle entering the preset area.

[0119] In the train fault screening method, before the step of determining the order of all trains in the preset area of the line, further comprising:

[0120] In the case that the first axle section inside the exit of the preset area is in the occupied state in the last period, the first and second axle sections outside the exit are in the idle state, and the first axle section outside the exit of the preset area is in the occupied state and the second axle section is in the idle state in the current period, it is determined that the non-communication vehicle starts to drive away from the preset area in the current period.

[0121] If a CTBC train drives away from the preset area, the region controller will delete the train order chain relationship.

[0122] If a non-communication vehicle drives away from the preset area, the region controller tracks the position of the train through the axle state change, and deletes the train order chain relationship after it completely drives out.

[0123] Specifically, as shown in the figure, Figure 5 Figure 5 The upper graph in the figure represents the occupation state of the axle section in the last period, and the lower graph represents the occupation state of the axle section in the current period.

[0124] ​​When the first axle counting section W4 inside the exit of the preset area is in the occupied state in the last period, the first axle counting section W5 and the second axle counting section W6 outside the exit are in the idle state, and the first axle counting section W5 outside the exit of the preset area is in the occupied state in the current period, and the second axle counting section W6 is in the idle state, it is determined that the non-communication vehicle starts to drive away from the preset area in the current period.

[0125] Further, as shown in the upper part of FIG. 1, Figure 6 the upper part of FIG. 1 represents the occupied state of the axle counting section in the last period, and the middle part represents the occupied state of the axle counting section in the current period. Figure 6

[0126] When the first axle counting section W4 inside the preset area and the axle counting sections W5 and W6 outside the preset area again satisfy the last period, the first axle counting section W4 is in the occupied state, and the axle counting sections W5 and W6 are in the idle state, and the first axle counting section W5 is in the occupied state and the second axle counting section W6 is in the idle state in the current period, it is determined that the second non-communication vehicle starts to drive away from the preset area.

[0127] When the first axle counting section outside the exit of the preset area is in the occupied state in the last period, the second axle counting section is in the idle state, and the first axle counting section outside the exit of the preset area is in the idle state in the current period, and the second axle counting section is in the occupied state, it is determined that the non-communication vehicle completely drives away from the preset area in the current period.

[0128] Further, as shown in the upper part of FIG. 1, Figure 5 the middle part of FIG. 1 represents the occupied state of the axle counting section in the last period, and the lower part represents the occupied state of the axle counting section in the current period. Figure 5

[0129] When the first axle counting section W5 outside the exit of the preset area is in the occupied state in the last period, the second axle counting section W6 is in the idle state, and the first axle counting section W5 outside the exit of the preset area is in the idle state in the current period, and the second axle counting section W6 is in the occupied state, it is determined that the non-communication vehicle completely drives away from the preset area in the current period.

[0130] Further, as shown in the upper part of FIG. 1, Figure 6 the middle part of FIG. 1 represents the occupied state of the axle counting section in the last period, and the lower part represents the occupied state of the axle counting section in the current period. Figure 6

[0131] When the first axle counting section W5 and the second axle counting section W6 outside the preset area again satisfy the last period, the first axle counting section W5 is in the occupied state, and the second axle counting section W6 is in the idle state, and the first axle counting section W5 is in the idle state and the second axle counting section W6 is in the occupied state in the current period, it is determined that the second non-communication vehicle completely drives away from the preset area.

[0132] The train fault screening device provided by the present application is described below, and the train fault screening device described below can be correspondingly referred to the train fault screening method described above.​​​

[0133] As Figure 7 shown, the train fault screening device includes a determination module 701, a calculation module 702, and a screening module 703, wherein:

[0134] The determination module 701 is configured to determine the order of all trains in a preset area of a line, and obtain the front train or the rear train of each train according to the order.

[0135] The preset area is a train rapid upgrading area, which is a section of area on a train operation line, and only in this area can the train rapid upgrading be realized.

[0136] Optionally, the preset area is a long axle area, a section of area on the line without a turnout, or a section of area in which the state of the turnout does not change when the train passes through; and the preset area can include multiple routes.

[0137] The preset area needs to be provided with an entrance and an exit.

[0138] Optionally, the entrance can be a platform, and the platform allows only one train to enter at a time, and the exit can be a route terminal signal machine in the outbound direction of the entrance platform.

[0139] When the train is running normally, the train reports its own positioning information to the area controller. The area controller maintains the order relationship of multiple trains on the operation line, and if the train does not have a fault before entering the preset area, the area controller can determine the order of the train according to the train position report before the fault.

[0140] According to the train order, the front train and the rear train of each train entering the preset area are determined to determine whether there is a hidden train between each train and its front train and rear train, and the train screening in the CBTC system is completed.

[0141] The calculation module 702 is configured to, in a case where there is a non-communication train among all trains, determine the envelope of the train, the envelope of the front train, and the envelope of the rear train after any train resumes communication with the area controller.

[0142] The non-communication train is a train that cannot communicate with the area controller due to a fault. The number of non-communication trains in the preset area can be one or more.

[0143] The envelope of the train is the safety envelope of the train, that is, a distance added to the non-safe position to ensure the safety of the train position, and each train has its corresponding train envelope.

[0144] Optionally, the envelope of the train can be a TSE envelope or a NISE envelope, and the determination method of the envelope of the train is not limited in the embodiment.

[0145] The screening module 703 is used for screening the head of the any train according to whether the envelope of the any train and the envelope of the front train overlap or not, and screening the tail of the any train according to whether the envelope of the any train and the envelope of the rear train overlap or not.

[0146] In the preset area, after any fault train resumes communication with the area controller, the train screening needs to be performed on the train to determine that there is no hidden train between the train and the front train and the rear train, so that the train is upgraded to resume normal driving.

[0147] The train screening includes the head screening and the tail screening.

[0148] The head screening is to determine that the envelope of the train and the envelope of the front train do not overlap, that is, there is a safe distance for the train to normally drive between the train and the front train, and there is no hidden train between the front train and the train.

[0149] The tail screening is to determine that the envelope of the train and the envelope of the rear train do not overlap, that is, there is a safe distance for the rear train to normally drive between the train and the rear train, and there is no hidden train between the train and the rear train.

[0150] After the train completes the head screening and the tail screening, it is determined that there is a safe distance for the train and the rear train to normally drive between the train and the front train and the rear train, and the train can be upgraded.

[0151] The train is sorted in the preset area, the front train and the rear train of any train are determined, after the non-communication train in the preset area resumes communication with the area controller, it is determined that the envelope of the train does not overlap with the envelope of the front train and the envelope of the rear train, the head screening and the tail screening of the train are completed, the train is quickly upgraded, the train does not need to run for a long distance in the axle counting section, the time required for the train to be upgraded is reduced, and the operation efficiency of the train is improved.

[0152] Figure 8 An example of an entity structure diagram of an electronic device is shown in FIG. Figure 8As shown, the electronic device can include a processor 810, a communications interface 820, a memory 830, and a communications bus 840, wherein the processor 810, the communications interface 820, and the memory 830 complete mutual communication through the communications bus 840. The processor 810 can invoke a logical instruction in the memory 830 to execute a train fault screening method, which includes determining the order of all trains in a preset area of a line, obtaining a front car or a rear car of each train according to the order, in the case that there is a non-communication car in all trains, after any train resumes communication with a regional controller, determining an envelope of the any train, an envelope of the front car, and an envelope of the rear car, performing head screening on the any train according to whether the envelope of the any train and the envelope of the front car overlap, and performing tail screening on the any train according to whether the envelope of the any train and the envelope of the rear car overlap.

[0153] In addition, the logical instruction in the memory 830 described above can be implemented in the form of a software functional unit and sold or used as an independent product, and can be stored in a computer-readable storage medium. Based on such understanding, the technical solutions of the present application essentially or the part that contributes to the prior art or part of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium, includes a plurality of instructions to make a computer device (which can be a personal computer, a server, or a network device, etc.) execute all or part of the steps of the method described in various embodiments of the present application. The foregoing storage medium includes a U disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various media that can store program codes.

[0154] On the other hand, the present application also provides a computer program product, which includes a computer program, the computer program can be stored on a non-transitory computer readable storage medium, and the computer program can be executed by a processor to enable a computer to execute the train fault screening method provided by the above-mentioned methods, which includes determining the order of all trains in a preset area of a line, obtaining a front car or a rear car of each train according to the order, in the case that there is a non-communication car in all trains, after any train resumes communication with the regional controller, determining an envelope of the any train, an envelope of the front car, and an envelope of the rear car, performing head screening on the any train according to whether the envelope of the any train and the envelope of the front car overlap, and performing tail screening on the any train according to whether the envelope of the any train and the envelope of the rear car overlap.

[0155] In yet another aspect, the present application also provides a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements a train fault screening method provided by any of the above methods, the method comprising: determining an order of all trains in a preset area of a line, and obtaining a front train or a rear train of each train according to the order; in a case where there is a non-communication train among all the trains, after any train resumes communication with a regional controller, determining an envelope of the any train, an envelope of the front train and an envelope of the rear train; performing head screening on the any train according to whether the envelope of the any train and the envelope of the front train overlap, and performing tail screening on the any train according to whether the envelope of the any train and the envelope of the rear train overlap.

[0156] The device embodiments described above are merely illustrative, wherein the units described as separate components can or can not be physically separate, and the components displayed as units can or can not be physical units, i.e., can be located in one place, or can be distributed on multiple network units. Part or all of the modules can be selected to achieve the purpose of the embodiment scheme according to actual needs. Those skilled in the art can understand and implement without creative labor.

[0157] From the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be realized by means of software plus a necessary general hardware platform, and of course can also be realized by hardware. Based on such understanding, the above technical solutions, essentially or in terms of the contribution to the prior art, can be embodied in the form of a software product, which can be stored in a computer readable storage medium, such as a ROM / RAM, a magnetic disk, an optical disk, etc., and includes a number of instructions to make a computer device (which can be a personal computer, a server, or a network device, etc.) execute the methods described in each embodiment or some parts of the embodiments.

[0158] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacements to some technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A train fault screening method, characterized by, The method comprises the following steps: determining the order of all trains in a preset area of a line, and obtaining the front or rear train of each train according to the order; in the case that there is a non-communication train among all trains, after any train resumes communication with the area controller, determining the envelope of the any train, the envelope of the front train and the envelope of the rear train, comprising: in the case that all trains are non-communication trains, after the any train resumes communication with the area controller, determining the envelope of the any train according to the positioning information in the position report of the any train; in the case that the front or rear train resumes communication with the area controller, determining the envelope of the front or rear train according to the positioning information in the position report of the front or rear train; in the case that the communication between the front or rear train and the area controller is interrupted, taking the axle section occupied by the front or rear train detected by the secondary detection device as the envelope of the front or rear train, the secondary detection device being an axle detector, when the axle detector is triggered, the system judges that there is a train passing through the section corresponding to the axle detector, and determines the position of the train in the section according to the signal output of each axle detector; if the communication between the front or rear train and the area controller is still interrupted, the area controller cannot determine the envelope thereof through the positioning information, at this time, the axle section occupied by the front or rear train detected by the secondary detection device is taken as the envelope of the front or rear train, so as to realize the rapid upgrading of the fault recovery train; screening the any train according to whether the envelope of the any train and the envelope of the front train overlap, and screening the any train according to whether the envelope of the any train and the envelope of the rear train overlap.

2. The train fault screening method of claim 1, wherein, The step of determining the envelope of the any train, the envelope of the front train and the envelope of the rear train after any train resumes communication with the area controller in the case that there is a non-communication train among all trains further comprises the following steps: in the case that all trains are CBTC trains and the communication between any train and the area controller is interrupted, downgrading the any train and the rear train to the RM mode; The step of screening the any train according to whether the envelope of the any train and the envelope of the front train overlap, and screening the any train according to whether the envelope of the any train and the envelope of the rear train overlap further comprises the following steps: in the case that the envelope of the any train and the envelope of the front train do not overlap, and the envelope of the any train and the envelope of the rear train do not overlap, upgrading the any train and the rear train to the CBTC mode.

3. The train fault screening method according to claim 1 or 2, characterized by, Before the step of determining the order of all trains in a preset area of a line, the method further comprises the following steps: in the case that the first axle section outside the entrance of the preset area in the last period is in the occupied state, the first axle section inside the entrance is in the idle state, and the first axle section adjacent to the first axle section inside the entrance in the current period is in the occupied state, it is determined that a non-communication train enters the preset area in the current period.

4. The train fault screening method according to claim 1 or 2, characterized by, Before the step of determining the order of all trains in a preset area of a line, the method further comprises the following steps: In a case that the first axle counting section adjacent to the exit of the preset area in the last period is in the occupied state, the first and second axle counting sections outside the exit are in the idle state, and the first axle counting section adjacent to the exit of the preset area in the current period is in the occupied state and the second axle counting section is in the idle state, it is determined that the non-communication vehicle starts to drive away from the preset area in the current period. In a case that the first axle counting section adjacent to the exit of the preset area in the last period is in the occupied state, the second axle counting section is in the idle state, and the first axle counting section adjacent to the exit of the preset area in the current period is in the idle state and the second axle counting section is in the occupied state, it is determined that the non-communication vehicle completely drives away from the preset area in the current period.

5. A train fault screening apparatus, characterized by, The method comprises the following steps: A determining module is configured to determine the order of all trains in a preset area of a line, and obtain the front or rear train of each train according to the order. A calculating module is configured to determine the envelope of any train, the envelope of the front train and the envelope of the rear train after the any train resumes communication with a regional controller in a case that there is a non-communication train among all trains, comprising: determining the envelope of the any train according to the positioning information in the position report of the any train after the any train resumes communication with the regional controller in a case that all trains are non-communication trains; determining the envelope of the front or rear train according to the positioning information in the position report of the front or rear train in a case that the front or rear train resumes communication with the regional controller; in a case that the communication between the front or rear train and the regional controller is interrupted, taking the axle counting section occupied by the front or rear train detected by a secondary detection device as the envelope of the front or rear train, the secondary detection device being an axle detector, when the axle detector is triggered, the system judges that there is a train passing through in the corresponding section, and determines the position of the train in the section according to the signal output of each axle detector; if the communication between the front or rear train and the regional controller is still interrupted, the regional controller cannot determine the envelope thereof through the positioning information, at this time, the axle counting section occupied by the front or rear train detected by the secondary detection device is taken as the envelope of the front or rear train, so as to realize the rapid upgrading of the fault recovery train; A screening module is configured to screen the head of the any train according to whether the envelope of the any train and the envelope of the front train overlap, and screen the tail of the any train according to whether the envelope of the any train and the envelope of the rear train overlap.

6. An electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, The processor executes the program to realize the train fault screening method according to any one of claims 1 to 4.

7. A non-transitory computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program is executed by the processor to realize the train fault screening method according to any one of claims 1 to 4.

8. A computer program product comprising a computer program, characterized in that, The computer program is executed by the processor to realize the train fault screening method according to any one of claims 1 to 4.

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