A method for automatic identification of fault red light bands based on CTC system

Abstract

This invention discloses a method for automatic identification of faulty red light bands based on a CTC system, comprising: detecting suddenly occupied track equipment and adding it to a detection queue; detecting abandoned track equipment and adding it to the detection queue; removing false red light bands from the detection queue; and identifying the emergency response type of the faulty red light band. This invention automatically identifies faulty red light bands and automatically calculates their response type, thereby enabling timely notification to the dispatcher to initiate emergency response when a fault occurs, greatly reducing the risk of train accidents and improving train safety.

Description

Technical Field

[0001] This invention relates to the field of track communication technology, and in particular to a method for automatic identification of fault red light bands based on a CTC system. Background Technology

[0002] In railway control systems, a "red light band" fault refers to a track section that is not occupied by a train, but the track circuit incorrectly indicates that a train is in use. In the Centralized Train Control (CTC) system, track occupancy is represented by a red light band on the station map, and the red light band can appear suddenly or be left over after a train has passed.

[0003] Red light strips are categorized into two types: section red light strips and station red light strips. For station red light strips, their locations include turnouts, tracks, and sections without turnouts. Based on the affected route sequence, they are classified as receiving sequences, departure sequences, and no-route sequences. Red light strips represent abnormal railway operation conditions, requiring dispatchers to take emergency measures. The handling procedures differ for each type of red light strip. Therefore, a method for identifying faulty red light strips is urgently needed to improve train operation safety. Summary of the Invention

[0004] The purpose of this invention is to provide a method for automatic identification of fault red light bands based on a CTC system, so as to automatically identify fault red light bands and automatically calculate the handling type of fault red light bands. This allows the dispatcher to be notified in a timely manner to initiate emergency response when a fault occurs, greatly avoiding the occurrence of traffic accidents.

[0005] To achieve the above objectives, the present invention is implemented through the following technical solution:

[0006] A method for automatic identification of fault red light bands based on a CTC system includes: detecting suddenly occupied track equipment and adding it to a detection queue; detecting abandoned track equipment and adding it to the detection queue; removing false red light bands from the detection queue; and identifying the emergency response type of the fault red light band.

[0007] Optionally, the step of detecting suddenly occupied track equipment and placing it in the detection queue includes:

[0008] During the real-time reception of representation information from the CTC system, the track where the first occupation occurs is recorded and designated as the current device; the route direction of the current device is obtained; based on the topological connection relationship of the station equipment and the route direction of the current device, the devices behind the current device are obtained; the devices behind the current device are the nearest devices whose track circuits are different from those of the current device; the occupation status of the devices behind the current device is determined; if occupied, it is considered a normal red light band occupation for the train; otherwise, the current device is likely a red light band that appeared suddenly, and the current device is added to the detection queue.

[0009] Optionally, the step of detecting and adding the remaining occupied track equipment to the detection queue includes: during the real-time reception of indication information, recording the track that first appears to be cleared and designating it as the current equipment; obtaining the route direction of the current equipment; based on the topological connection relationship of the station equipment and the route direction of the current equipment, obtaining the equipment behind the current equipment; the equipment behind the current equipment is the nearest equipment whose track circuit is different from that of the current equipment; determining the occupancy status of the equipment behind the current equipment; if it is occupied, the equipment behind the current equipment is likely to have a remaining red light band, and adding the equipment behind the current equipment to the fault red light band detection queue; otherwise, no red light band appears.

[0010] Optionally, a detection cycle is set, and the detection queue is cyclically circulated; the device information of the current device in the detection queue is retrieved; if the current device is in an empty state, then the current device is removed from the detection queue.

[0011] Optionally, it further includes: determining whether there is a train in the current device's train number window, and if the train number is a genuine train number, then removing the current device from the detection queue.

[0012] Optionally, it further includes: obtaining the current time, determining whether the current time minus the occurrence time is greater than the detection cycle; if it is greater, it is identified as a fault red light band, removed from the detection queue and the corresponding fault information is output; otherwise, it returns to the step of retrieving the device information of the current device in the detection queue and waits for the next detection.

[0013] Optionally, the detection queue includes information about the device to which the red light band of failure likely belongs; the device information of the detection queue includes: device name, device type, and independent occurrence time.

[0014] Optionally, the step of identifying the emergency response type of the faulty red light band includes: obtaining fault information of the identified faulty red light band, the fault information including station number, faulty equipment type and faulty equipment name; and identifying the faulty equipment as an interval equipment according to the faulty equipment type.

[0015] Optionally, the step of identifying the emergency response type of the faulty red light band further includes: when it is determined that the faulty equipment is station equipment, all trains passing through the station are obtained from the operation diagram in the CTC system according to the station number, and sorted according to the arrival and departure times; the current train is retrieved, and when it is determined that the current train is empty, no train passes through the faulty equipment, and the faulty red light band type is determined to be a station red light band without route impact.

[0016] Optionally, the step of identifying the emergency response type of the faulty red light band further includes: when it is determined that the current train number is not empty, obtaining all route sequences of this station and filtering out the route sequence of the current train number in this station; when it is determined that the current route sequence does not pass through the faulty equipment, returning to the step of retrieving the current train number and processing the next train number.

[0017] Optionally, the step of identifying the emergency response type of the faulty red light band further includes: when it is determined that the current route sequence passes through the faulty equipment, the starting signal of the current route sequence is taken out, the type of the starting signal is determined, and if the starting signal is an entry signal, then a train has passed through the faulty equipment and passed through the faulty equipment when receiving the train, and is determined to be a red light band in the station that affects the receiving route.

[0018] Optionally, the step of identifying the emergency response type of the faulty red light band further includes: if the starting signal is not an entry signal, and a train passes through the faulty equipment, and passes through the faulty equipment at the time of departure, it is determined to be a red light band within the station that affects the departure route.

[0019] On the other hand, the present invention also provides an electronic device including a processor and a memory, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, it implements the method described above.

[0020] On the other hand, the present invention also provides a readable storage medium storing a computer program, which, when executed by a processor, implements the method described above.

[0021] This invention has at least one of the following advantages:

[0022] This invention can automatically identify faulty red light bands and promptly notify dispatchers to initiate emergency response when a fault occurs, which can greatly prevent traffic accidents. It can also automatically calculate the handling type of the faulty red light band and prompt dispatchers with the corresponding handling steps, making emergency response more efficient.

[0023] The fault red light band identification provided by this invention utilizes the continuity of train occupancy and clearance to effectively detect fault red light bands and can also detect red light bands left after a train passes.

[0024] The detection method provided by this invention, which uses a detection queue and performs multiple cycles within the detection period, can avoid false alarms caused by trains entering from outside the control zone, and reduce false alarms caused by section occupancy loss and poor routing.

[0025] The fault red light bands identified by this invention include inter-section red light bands and station red light bands. The station red light bands are further subdivided into three types according to the type of affected route sequence: receiving route sequence, departure route sequence, and no route sequence. This can clearly indicate to the dispatcher the type of emergency response required. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the red light band recognition information stream provided in an embodiment of the present invention;

[0027] Figure 2 This is a flowchart illustrating a method for automatic fault red light band identification based on a CTC system, according to an embodiment of the present invention.

[0028] Figure 3 This invention provides a method for automatic identification of faulty red light bands based on a CTC system, which includes the process of identifying faulty equipment that is suddenly occupied.

[0029] Figure 4 This invention provides a method for automatic identification of faulty red light bands based on a CTC system, which includes the process of identifying residual occupied faulty equipment.

[0030] Figure 5 This invention provides a method for automatic identification of fault red light bands based on a CTC system, including a detection queue periodic detection process.

[0031] Figure 6 This invention provides a method for automatically identifying fault red light bands based on a CTC system, which includes a process for determining the red light band handling type. Detailed Implementation

[0032] The following detailed description, in conjunction with the accompanying drawings and specific embodiments, provides a further detailed explanation of the method for automatic identification of fault red light bands based on a CTC system proposed in this invention. The advantages and features of this invention will become clearer from the following description. It should be noted that the drawings are in a very simplified form and use non-precise proportions, used only to facilitate and clearly illustrate the purpose of the embodiments of this invention. Please refer to the drawings to make the objectives, features, and advantages of this invention more apparent and understandable. It should be understood that the structures, proportions, sizes, etc., depicted in the accompanying drawings are only for illustrative purposes to aid those skilled in the art and are not intended to limit the implementation conditions of this invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to the size, without affecting the effects and objectives achieved by this invention, should still fall within the scope of the technical content disclosed in this invention.

[0033] like Figure 1 As shown, Figure 1 The diagram illustrates the information source and information flow required for identifying fault red light bands. S11 is the auxiliary computing server (svr_acs) carried in this embodiment. S12-S14 correspond to the software in the CTC system, namely the station representation server (svr_rt), the operation map server (svr_tg), and the route sequence server (svr_route). S15 contains TLE data containing station equipment and related information. The information corresponding to these software programs in the CTC system is sent to svr_acs for use in identifying fault red light bands.

[0034] like Figure 2 As shown, step S1 involves detecting suddenly occupied track equipment and adding it to the detection queue.

[0035] Step S2: Detect any remaining occupied track equipment and add it to the detection queue. Step S3: Remove false red light bands from the detection queue. Step S4: Identify the emergency response type for faulty red light bands.

[0036] The fault red light band identification provided in this embodiment specifically utilizes the continuity of train occupancy and clearance to effectively detect fault red light bands, and can also detect red light bands left behind after a train passes. By automatically identifying fault red light bands, this embodiment can promptly notify the dispatcher to initiate emergency response when a fault occurs, which can greatly prevent train accidents. This embodiment also automatically calculates the handling type of the fault red light band and can prompt the dispatcher with the corresponding handling steps, making emergency response more efficient.

[0037] Figure 3 The diagram illustrates the process for identifying suddenly occupied track equipment. Figure 3 As shown, step S1 includes:

[0038] Step S21: During the process of receiving representation information from the CTC system in real time, record the track that is occupied for the first time and denote it as the current device.

[0039] Specifically, in this embodiment, the auxiliary computing server svr_acs obtains station display information in real time from the station display server svr_rt of the CTC system, and can synchronously update the occupancy and clearance status of track equipment such as block sections, tracks, turnouts, and turnoutless sections; for turnout equipment, it can also obtain its fixed and reverse position status; and set the route direction of the equipment according to the signal opening status.

[0040] Step S22: Each time the auxiliary calculation server svr_acs receives the status information of the track equipment, if the previous equipment status was cleared and the current equipment status is occupied, it means that the current equipment has changed from cleared to occupied.

[0041] Step S23: Obtain the current route direction of the equipment. For turnout equipment, the route direction is TO_MAIN or TO_BRANCH; for other equipment, the route direction is UP_DIRECTION or DOWN_DIRECTION.

[0042] Step S24: Based on the topological connection relationship of the station equipment and the route direction of the current equipment, obtain the equipment behind the current equipment; the equipment behind the current equipment is the nearest equipment whose track circuit is different from the track circuit of the current equipment; that is, find the first track equipment whose track circuit is different from the current track circuit in the opposite direction of the route.

[0043] Step S25: Determine the occupation and clearance status of the rear equipment, that is, determine whether the rear equipment is occupied; if occupied, it is considered that the train is normally occupying the red light band, and return to step S21.

[0044] If not, proceed to step S26.

[0045] Step S26: Based on the continuity of track occupancy during train operation, the current device is likely in abnormal occupancy. The current device is likely a suddenly appearing red light band. Add the current device to the detection queue for subsequent periodic detection. Record the current time as the occurrence time, and record the device type of the current device. Device types include section equipment and station equipment. Section equipment refers to section block sections; station equipment includes tracks, turnouts, and sections without turnouts.

[0046] Figure 4 The diagram illustrates the process for identifying abandoned track equipment. Figure 4 As shown, step S2 includes:

[0047] Step S31: In this embodiment, the auxiliary calculation server svr_acs obtains station display information in real time from the station display server svr_rt in the CTC system, and can synchronously update the occupancy and clearance status of track equipment such as block sections, tracks, turnouts and turnoutless sections; for turnout equipment, it can also obtain its fixed and reverse position status; and set the route direction of the equipment according to the signal opening status.

[0048] During the real-time reception of the representation information, the track where the first clearing occurs is recorded and designated as the current device.

[0049] Step S32: Each time the auxiliary calculation server svr_acs receives the status information of the track equipment, if the previous equipment status was occupied and the current equipment status is cleared, it means that the current equipment has changed from occupied to cleared.

[0050] Step S33: Obtain the current route direction of the equipment; for turnout equipment, the route direction is TO_MAIN or TO_BRANCH; for other equipment, the route direction is UP_DIRECTION or DOWN_DIRECTION.

[0051] Step S34: Based on the topological connection relationship of the station equipment and the current equipment's route direction, obtain the equipment following the current equipment; the following equipment is the nearest equipment whose track circuit is different from the current equipment's track circuit. Based on the topological connection relationship of the station equipment, find the first track device in the opposite direction of the route whose track circuit is different from the current track circuit; this is the following equipment.

[0052] Step S35: Determine the occupancy / clearance status of the rear device. That is, determine whether the rear device is occupied. If it is cleared, no red light band appears, and return to step S31.

[0053] If occupied, this is a legacy occupation, proceed to step S36.

[0054] Step S36: Based on the continuity of track clearing during train operation, the equipment behind is likely to be left occupied. Record the current time as the occurrence time, and record the equipment type of the equipment behind, which may be a block section, track, turnout, or no-turnout section. Add it to the detection queue for subsequent periodic detection.

[0055] Therefore, the fault red light band identification provided in this embodiment utilizes the continuity of train occupancy and clearance to effectively detect fault red light bands and can also detect red light bands left behind after a train passes.

[0056] Figure 5 The diagram shows the process of periodic detection in the detection queue, as follows: Figure 5 As shown, step S3 includes:

[0057] Step S41: Set the detection cycle (in this embodiment, the detection cycle can be 7-10 seconds, but the present invention is not limited to this) and cycle the detection queue. The detection queue contains information about the device to which the red light band of failure is likely to belong, and each device has a device name, device type, and independent occurrence time.

[0058] Step S42: Retrieve the current device information in a loop; that is, retrieve the device information of the current device in the detection queue.

[0059] Step S43: Determine whether the current equipment has been cleared. If it has been cleared, it is considered a normal occupancy by the train and proceeds to step S44; otherwise, proceed to step S45.

[0060] Step S44: For normal train occupancy, remove the current equipment (track equipment) from the detection queue and proceed to step S42.

[0061] Step S45: Determine if there is a train number in the current device's train number window, and if so, determine if the train number is a genuine train number.

[0062] Then proceed to step S42. If there is no actual train number, proceed to step S46.

[0063] For example, in step S45, if there is a train number, determine whether the train number starts with E. If it does not start with E, it is considered to be a normal train occupancy, and proceed to step S44; otherwise, proceed to step S46.

[0064] Step S46: Obtain the current time and determine whether the result of subtracting the occurrence time from the current time is greater than the detection period. If yes, proceed to step S47; otherwise, return to step S42 and wait for the next detection.

[0065] Step S47: If the current device is in a state of being occupied and having no actual vehicle during the entire detection cycle, the fault red light band information is identified, the relevant information is output, and it is removed from the detection queue to avoid duplicate detection.

[0066] Therefore, the detection method provided in this embodiment, which uses a detection queue and performs multiple cycles within the detection period, can avoid false alarms caused by trains entering from outside the control area and reduce false alarms caused by section occupancy loss and poor routing.

[0067] Figure 6 The diagram illustrates the process for determining the treatment type of the red light band. For example... Figure 6 As shown, step S4 includes:

[0068] Step S51: Obtain the fault information of the identified fault red light band. The fault information includes the station number, fault equipment type and fault equipment name.

[0069] Step S52: Based on the type of faulty equipment, determine whether the faulty equipment is a section equipment or a station equipment; if it is a section equipment, i.e., a section block section, proceed to step S512; otherwise, if it is a station equipment, proceed to step S53.

[0070] Step S53: Obtain all train information passing through this station from the CTC system's operation map server svr_tg based on the station number, and sort them according to arrival and departure times.

[0071] Step S54: Loop through and retrieve the current train number.

[0072] Step S55: Determine if the current train is empty. If it is empty, no train passes through the faulty equipment, and proceed to step S59; otherwise, proceed to step S56.

[0073] Step S56: Obtain all route sequences for this station and filter out the route sequence for the current train.

[0074] Step S57: Determine whether the current route sequence passes through a faulty device. If not, proceed to step S54 to process the next train; otherwise, proceed to step S58.

[0075] Step S58: Extract the starting signal of the current route sequence and determine the type of the starting signal. If the starting signal is an entry signal, proceed to step S510; otherwise, proceed to step S511.

[0076] Step S59: No train passes through the faulty equipment, and the fault red light band type is determined to be a red light band within the station that is not affected by the route.

[0077] Step S510: A train passes through the faulty equipment and passes through the faulty equipment during the receiving process, which is determined to be the red light strip in the station that affects the receiving route.

[0078] Step S511: A train passes through the faulty equipment, and passes through the faulty equipment at the time of departure, which is determined to be the red light strip in the station that affects the departure route.

[0079] Step S512: The faulty equipment is a block section of the interval, and it is determined to be the red light band of the interval.

[0080] Therefore, it can be seen that the fault red light bands identified in this embodiment include section red light bands and station red light bands. The station red light bands are further subdivided into three types according to the type of affected route sequence: receiving route sequence, departure route sequence, and no route sequence. This can clearly indicate to the dispatcher the type of emergency response required.

[0081] On the other hand, this embodiment also provides an electronic device, including a processor and a memory, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, it implements the method described above.

[0082] On the other hand, this embodiment also provides a readable storage medium storing a computer program, which, when executed by a processor, implements the method described above.

[0083] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0084] It should be noted that the apparatus and methods disclosed in the embodiments herein can also be implemented in other ways. The apparatus embodiments described above are merely illustrative; for example, the flowcharts and block diagrams in the accompanying drawings show the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments herein. In this regard, each block in a flowchart or block diagram may represent a module, program, or part of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system to perform the specified function or action, or can be implemented using a combination of dedicated hardware and computer instructions.

[0085] In addition, the functional modules in the various embodiments of this article can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0086] Although the present invention has been described in detail through the preferred embodiments above, it should be understood that the above description should not be considered as a limitation of the present invention. Various modifications and substitutions to the present invention will be apparent to those skilled in the art after reading the above description. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A method for automatic identification of fault red light bands based on a CTC system, characterized in that, include: Detect suddenly occupied track equipment and add it to the detection queue; In the process of receiving representation information from the CTC system in real time, the first occupied track is recorded and designated as the current device; Obtain the current path direction of the device; Based on the topological connection relationship of the station equipment and the current equipment's route direction, the equipment behind the current equipment is obtained; the equipment behind the current equipment is the nearest equipment whose track circuit is different from that of the current equipment. Determine the occupancy status of the rear device; If the red light band is occupied, it is considered a normal occupancy of the train's red light band; otherwise, the current device is likely a suddenly appearing red light band, and the current device is added to the detection queue. Any remaining or occupied track equipment is detected and placed into the detection queue; In the process of receiving the indication information in real time, the track that first clears is recorded and designated as the current device; Obtain the current path direction of the device; Based on the topological connection relationship of the station equipment, and based on the current equipment's route direction, the equipment following the current equipment is obtained; the following equipment is the nearest equipment whose track circuit is different from that of the current equipment. Determine the occupancy status of the rear device. If it is occupied, the rear device is likely to have left a red light band, and add the rear device to the fault red light band detection queue; otherwise, no red light band appears. Remove false red light bands from the detection queue; Identify the emergency response type for the faulty red light band.

2. The method for automatic fault red light band identification based on CTC system as described in claim 1, characterized in that, Set a detection cycle and cycle through the detection queue; Retrieve the device information of the current device from the detection queue; If the current device is in a cleared state, then remove this current device from the detection queue.

3. The method for automatic fault red light band identification based on CTC system as described in claim 2, characterized in that, Also includes: When determining whether there is a train in the current train information window of the device, and confirming that the train is a genuine train, Then the current device will be removed from the detection queue.

4. The method for automatic fault red light band identification based on CTC system as described in claim 3, characterized in that, Also includes: Obtain the current time and determine whether the current time minus the occurrence time is greater than the detection period; If the value is greater than the specified value, it is identified as a faulty red light band, removed from the detection queue, and the corresponding fault information is output; otherwise, the process returns to the step of retrieving the device information of the current device from the detection queue and waits for the next detection.

5. The method for automatic fault red light band identification based on CTC system as described in claim 4, characterized in that, The detection queue contains information about the device to which the red light band of failure is likely to belong; the device information in the detection queue includes: device name, device type, and independent occurrence time.

6. The method for automatic fault red light band identification based on CTC system as described in claim 1, characterized in that, The steps for identifying the emergency response type of the faulty red light band include: Obtain fault information for the identified faulty red light band, including station number, faulty equipment type, and faulty equipment name; If the faulty equipment is determined to be a section equipment based on the type of faulty equipment, it will be identified as a section red light band.

7. The method for automatic fault red light band identification based on a CTC system as described in claim 6, characterized in that, The steps for identifying the emergency response type of the faulty red light band also include: When the faulty equipment is determined to be equipment within the station, all trains passing through this station are obtained from the operation diagram in the CTC system based on the station number and sorted according to their arrival and departure times. If the current train number is determined to be empty, then no train passes through the faulty equipment, and the fault red light band type is determined to be a red light band within the station that has no route impact.

8. The method for automatic fault red light band identification based on CTC system as described in claim 7, characterized in that, The steps for identifying the emergency response type of the fault red light band also include: when it is determined that the current train number is not empty, obtaining all route sequences of this station, and filtering out the route sequence of the current train number in this station; If it is determined that the current route sequence has not passed through the faulty equipment, return to the step of retrieving the current train number and process the next train number.

9. The method for automatic fault red light band identification based on CTC system as described in claim 8, characterized in that, The steps for identifying the emergency response type of the faulty red light band also include: If it is determined that the current route sequence passes through the faulty equipment, the starting signal of the current route sequence is retrieved, and the type of the starting signal is determined. If the starting signal is an entry signal, then a train has passed through the faulty equipment and passed through the faulty equipment when receiving the train, which is determined to be the red light band in the station that affects the receiving route.

10. The method for automatic fault red light band identification based on a CTC system as described in claim 9, characterized in that, The steps for identifying the emergency response type of the faulty red light band also include: If the starting signal is not an entry signal, then a train passing through the faulty equipment, and passing through the faulty equipment at the time of departure, is judged to be a red light strip within the station affecting the departure route.

11. An electronic device, characterized in that, It includes a processor and a memory, wherein the memory stores a computer program, which, when executed by the processor, implements the method of any one of claims 1 to 10.

12. A readable storage medium, characterized in that, The readable storage medium stores a computer program, which, when executed by a processor, implements the method of any one of claims 1 to 10.

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