An axle counting section arb state judgment method, device, equipment and medium

Abstract

The application provides a kind of axle counting section ARB state judging method, device, equipment and medium, the method includes when interlocking reports is occupied state, if the target axle counting section is judged to be idle state before occupied state, the maximum communication delay time between the front and rear axle counting section area controller and interlocking is determined respectively, and the maximum communication delay time between the target axle counting section area controller and adjacent axle counting section area controller, and according to the highest speed limit of axle counting section, the first delay allowed running distance of train arriving target axle counting section is calculated, and the second delay allowed running distance after train leaves target axle counting section, so that the section corresponding to the first delay allowed running distance and the second delay allowed running distance is respectively regarded as the rear section and front section of target axle counting section;With axle counting device working cycle as determination cycle, if the occupied state of front section and rear section in last cycle is idle or ARB, then the target axle counting section is determined as ARB state.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to an axle counting section ARB state judgment method, device, equipment and medium. Background Art

[0002] Urban rail transit signaling systems use axle counters to monitor section occupancy, assisting in tracking train positions and calculating movement authorizations for the ZC (Zone Controller) during train tracking. If the axle counter's magnetic head malfunctions, it becomes impossible to determine whether a train's wheels have passed the head. As the underlying device for checking the occupied / idle status of a section, a malfunction can cause the axle counter to incorrectly report an occupied status even when no train is actually occupying the section. This status is known as Always Report Blocking (ARB), meaning an axle counter failure zone. If a section remains in this state, subsequent tracking trains cannot pass through it normally, significantly impacting traffic.

[0003] In the existing technology, ARB protection considers that when the train's reported position is inconsistent with the occupied / idle status of the axle counting section, it determines whether the axle counting section is occupied due to an axle counting fault, resulting in an ARB state, based on the train's position and the status of the axle counting sections in front and behind. The following four conditions must be met simultaneously for the axle counting section to be in the ARB state:

[0004] 1. The CI (Computer Interlocking) report for this axle counting section is occupied.

[0005] 2. The train sequencing result for this axle counting section is no train.

[0006] 3. This axle counting section has a good train passing mark, which means that the train that passed before was of CBTC (Communication Based Train Control) level.

[0007] 4. If there is a first adjacent axle counting section in front or behind and the adjacent axle counting sections in front or behind meet any of the following conditions, the vehicle is directly judged to be in ARB state:

[0008] (1) The adjacent front and rear axle counting sections are both vacant;

[0009] (2) The adjacent front axle counting section is vacant, the adjacent rear axle counting section is occupied by no vehicles, and both sections have been judged to be in the ARB state;

[0010] (3) The adjacent rear axle counting section is vacant, the adjacent front axle counting section is occupied by no vehicles, and both sections have been determined to be in the ARB state;

[0011] (4) Both the adjacent front axle counting section and the adjacent rear axle counting section are occupied, and both sections have been determined to be in the ARB state.

[0012] However, existing technology requires that CBTC-rated trains pass through a section. However, in operational scenarios, there are trains passing through sections with non-CBTC ratings, such as those pressing tracks or awaiting maintenance. After these trains pass through a section, the ZC cannot confirm that the section is normal. It is possible that the abnormal occupancy in this section is caused by the communication vehicle, so the ZC cannot determine that this occupancy is ARB. In this case, if the axle counter fails, it cannot be determined as ARB, which will result in subsequent tracking trains being unable to pass through the section with the axle counter failure. Manual intervention and upgrades are required, resulting in low processing efficiency. Furthermore, in extreme scenarios, if the communication delay between subsystems is large and unpositioned trains are short and fast, there may be discontinuous train occupancy or even axle counting skipping. In this case, simply judging adjacent sections cannot guarantee absolute safety. Summary of the Invention

[0013] In order to overcome the problems existing in the related art, the present disclosure provides an axle counter section ARB state judgment method, device, equipment and medium to solve the technical problems in the related background technology.

[0014] One or more embodiments of this specification provide a method for determining an ARB state in an axle counter section, including the following steps:

[0015] 1) When the target axle counting section interlocking report is in an occupied state, if it is determined that the target axle counting section was in an idle state before the occupied state, the maximum communication delay time between the axle counting section area controllers in front and behind the target axle counting section and the interlocking state, and the maximum communication delay time between the target axle counting section area controller and the adjacent axle counting section area controller are determined respectively, and a first delayed allowable running distance for the train to arrive at the target axle counting section and a second delayed allowable running distance after the train leaves the target axle counting section are calculated based on the maximum speed limit of the axle counting section, so that the sections corresponding to the first delayed allowable running distance and the second delayed allowable running distance are respectively used as the rear section and the front section of the target axle counting section; and

[0016] 2) Using the axle counter working cycle as the determination cycle, if the occupancy status of the front segment and the rear segment in the previous cycle is idle or ARB, the target axle counter segment is determined to be in the ARB state.

[0017] Furthermore, the specific calculation of the first delay allowed running distance and the second delay allowed running distance is as follows:

[0018] S1=V max1 *t;

[0019] S2=V max2 *t;

[0020] t = t1 + t2;

[0021] Among them, S1 and S2 represent the first delay allowed running distance and the second delay allowed running distance respectively, V max1 Indicates the maximum speed limit in the rear axle meter section, V max2 Indicates the maximum speed limit of the axle counting section ahead, t1 indicates the maximum communication delay time between the section area controller and the interlocking, and t2 indicates the maximum communication delay time between the area controllers of the axle counting sections.

[0022] Furthermore, when the target axle counting section is located at the end line, the ARB state determination of the axle counting section specifically includes the following steps:

[0023] When the target axle counter section interlocking report is in the occupied state, determine whether the target axle counter section was in the idle state before the occupied state. If it was in the idle state, determine the section corresponding to the first delayed allowed running distance of the axle counter section behind the target axle counter section as the rear section, and determine if the occupied state of the rear section in the previous cycle was idle or ARB, then the target axle counter section is determined to be in the ARB state.

[0024] Furthermore, when a dead end line exists in the section corresponding to the second delayed allowed travel distance, the axle counter working cycle is used as the determination cycle, and the state of the target axle counter section is determined by judging whether the occupation state of the preceding section in the previous cycle is idle or ARB. The preceding section determination specifically includes the following steps:

[0025] If it is determined that the section corresponding to the second delayed allowed running distance includes the axle counting section and the dead end line, the axle counting section and the dead end line are used as the front section; if it is determined that the section corresponding to the second delayed allowed running distance is the dead end line, the dead end line is used as the front section.

[0026] Furthermore, when a dead end line exists in the section corresponding to the second delayed allowed travel distance, the state of the target axle counting section cannot be determined as the ARB state when the line ahead of the dead end line is in any of the following three situations:

[0027] Case 1: The road section ahead of the dead end line is the terminal of the connecting line;

[0028] Case 2: The road section ahead of the dead end line is the exit point of the CBTC area;

[0029] Case 3: The road section ahead of the dead end line is the connection between the vehicle depot / parking lot and the test line.

[0030] One or more embodiments of this specification provide an ARB state determination device for an axle counter section, including:

[0031] A first judgment module is configured to, upon receiving a target axle counting section interlocking report indicating an occupied state, determine whether the target axle counting section was previously in an idle state and provide feedback to a second judgment module;

[0032] a second judgment module, configured to calculate, based on the information fed back by the first judgment module, a first allowed delayed running distance for a train to arrive at the target axle counting section and a second allowed delayed running distance for a train to leave the target axle counting section, according to the maximum communication delay time between the axle counting section area controllers and the interlocking system ahead and behind the target axle counting section, and the maximum communication delay time between the target axle counting section area controller and the adjacent axle counting section area controller, and according to the maximum speed limit of the axle counting section, so that the sections corresponding to the first allowed delayed running distance and the second allowed delayed running distance serve as the rear section and the front section of the target axle counting section, respectively; and

[0033] The third judgment module is configured to use the axle counter working cycle as a judgment cycle, and to judge if the occupancy status of the front section and the rear section in the previous cycle is idle or ARB, and then to judge the target axle counter section to be in the ARB state.

[0034] Furthermore, when the target axle counting section is located at the end line, the method further includes:

[0035] a first judgment module configured to receive a target axle counting section interlocking report indicating an occupied state, and when the target axle counting section is a dead end line, determine whether the target axle counting section was previously in an idle state and provide feedback to the second judgment module;

[0036] A second judgment module is used to determine the maximum communication delay time between the area controller of the axle counting section behind the target axle counting section and the interlocking, and the maximum communication delay time of the area controller of the adjacent axle counting section, and calculate the second delayed allowable running distance for the train to reach the target axle counting section based on the maximum speed limit of the axle counting section ahead, and use it as the rear section; and

[0037] The third judgment module is configured to use the axle counter working cycle as a judgment cycle, and to judge if the occupancy state of the rear section in the previous cycle is idle or ARB, and then to judge the target axle counter section to be in the ARB state.

[0038] Furthermore, a fourth judgment module is included for judging the line condition of the area corresponding to the second delayed allowed travel distance, thereby determining the next section and feeding back to the third judgment module. The fourth judgment module is specifically based on:

[0039] If it is determined that the section corresponding to the second delayed allowed running distance includes the axle counting section and the dead end line, the axle counting section and the dead end line are used as the front section; if it is determined that the section corresponding to the second delayed allowed running distance is the dead end line, the dead end line is used as the front section.

[0040] One or more embodiments of this specification provide a computer device including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the method for determining the ARB state of an axle counter section as described in any one of the above items is implemented.

[0041] One or more embodiments of the present specification provide a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, the method for determining the ARB state of an axle counter section as described above is implemented.

[0042] The present disclosure provides an ARB status judgment method, device, equipment and medium for an axle counting section. The advantage is that when CI detects that the axle counting section changes from an idle state to an occupied state, in order to more accurately determine whether the section occupation is caused by an axle counting fault, considering that the communication delay between adjacent axle counting sections ZC and CI will cause the occupancy information to lag, the distance between the front section and the rear section of the target axle counting section takes into account the distance that the train finally travels due to the information delay. This distance is used as the front section and the rear section of the target axle counting section, and then it is judged whether the status of the front section and the rear section in the previous cycle is idle or ARB. In this way, the axle counting history status of the section around the faulty section is combined. The ARB judgment is performed based on the state, which can accurately and efficiently identify whether the occupied state reported by the axle counter is a train entering or an axle counter failure. In addition, this method determines whether the axle counter section is in the ARB state. It is also necessary to meet the requirement that after the non-communication vehicle leaves the axle counter section, the axle counter is judged to be idle. There must be no non-communication trains or carriages in the axle counter section. Based on the historical state thinking of the axle counter section being "idle", the judgment of the ARB of the axle counter failure covers all operating scenarios and can still ensure safety in extreme scenarios. The method proposed in this embodiment covers and is applicable to all scenarios, has a wide range, and is highly safe. Combined with the mobile authorization calculation solution of the ARB section, it can effectively reduce the impact of the axle counter failure on the operation of urban rail transit. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate one or more embodiments of this specification or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments recorded in this specification. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0044] Figure 1 A flowchart of a method for determining the ARB status of an axle counter section provided in one or more embodiments of this specification;

[0045] Figure 2A schematic diagram of a train that is still in an occupied state after clearing the axle counting section provided in one or more embodiments of this specification;

[0046] Figure 3 A schematic diagram for determining whether the axle counting section provided in one or more embodiments of this specification is in the ARB state;

[0047] Figure 4 A schematic diagram of an axle counting section provided for one or more embodiments of this specification when located at a dead end line;

[0048] Figure 5 A schematic diagram showing a dead end line in a section corresponding to a second delay-allowed travel distance provided in one or more embodiments of this specification;

[0049] Figure 6 A schematic diagram of a line in which the road section ahead of the dead end line provided in one or more embodiments of this specification is a terminal of the tie line;

[0050] Figure 7 A schematic diagram of a route in which the road section ahead of the dead end line provided in one or more embodiments of this specification is the end point of exiting the CBTC area;

[0051] Figure 8 A schematic diagram of a route where the road section ahead of the dead end line provided for one or more embodiments of this specification is the connection between the vehicle depot / parking lot and the test line;

[0052] Figure 9 A block diagram of an ARB status determination device for an axle counter section provided in one or more embodiments of this specification; and

[0053] Figure 10 A schematic diagram of the structure of a computer device provided in one or more embodiments of this specification. DETAILED DESCRIPTION

[0054] In order to help those skilled in the art better understand the technical solutions in one or more embodiments of this specification, the technical solutions in one or more embodiments of this specification will be clearly and completely described below in conjunction with the drawings in one or more embodiments of this specification. Obviously, the described embodiments are only part of the embodiments of this specification, not all of the embodiments. Based on one or more embodiments of this specification, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0055] The present invention will be described in detail below with reference to specific implementation methods and the accompanying drawings.

[0056] Method Example

[0057] According to an embodiment of the present invention, a method for determining the ARB state of an axle counting section is provided. Figure 1 FIG. 1 is a flow chart of the method for determining the ARB state of the axle counter section provided in this embodiment. The method for determining the ARB state of the axle counter section according to the embodiment of the present invention includes the following steps:

[0058] In step S1 , when the target axle counting section CI is reported as being in an occupied state, it is determined that if the target axle counting section was in an idle state before being in the occupied state, step S2 is executed.

[0059] In this embodiment, the target axle counting section is in an idle state before being in the occupied state mainly because the target axle counting section is in an idle state during the period from when the previous occupied state of the target axle counting section is released to when the current occupied state is reached.

[0060] It should be noted that in this embodiment, based on the direction of travel of the train, the section in front of the target axle counting section is used as the front axle counting section, and the section behind the target axle counting section is used as the rear axle counting section.

[0061] Step S2, respectively determine the maximum communication delay time between the front and rear axle counting sections ZC and CI of the target axle counting section, and the maximum communication delay time between the target axle counting section ZC and the adjacent axle counting section ZC, and calculate the first delayed allowed running distance S1 of the train arriving at the target axle counting section and the second delayed allowed running distance S2 after the train leaves the target axle counting section based on the maximum speed limit of the axle counting section, so that the sections corresponding to the first delayed allowed running distance S1 and the second delayed allowed running distance S2 are respectively used as the rear section and the front section of the target axle counting section.

[0062] In step S3, the axle counter operating cycle is used as the determination cycle. If the occupancy status of the preceding and following segments in the previous cycle was either idle or ARB, the target axle counter segment is determined to be in ARB. Otherwise, it is not in ARB. In this embodiment, the ZC system has an equipment operating cycle, for example, a 400ms cycle. The previous cycle is the previous 400ms, and the software can record information about the previous cycle.

[0063] This embodiment provides a method for determining the ARB status of an axle counting section. When the CI detects that the axle counting section has changed from an idle state to an occupied state, in order to more accurately determine whether the section occupation is caused by an axle counting fault, the method considers that the communication delay between the adjacent axle counting sections ZC and the CI will cause the occupancy information to lag. Therefore, the distance between the front section and the rear section of the target axle counting section takes into account the distance that the train finally travels due to the information delay. This distance is used as the front section and the rear section of the target axle counting section, and then determines whether the status of the front section and the rear section in the previous cycle is idle or ARB. In this way, the ARB judgment is performed in combination with the axle counting historical status of the sections around the faulty section. Accurately and efficiently identify whether the occupied status reported by the axle counter is a train entering or an axle counter failure. In addition, this method determines whether the axle counter section is in the ARB state. After the non-communication vehicle clears (leaves) the axle counter section, the axle counter is judged to be idle (that is, the "idle" logic). There must be no non-communication trains or carriages in the axle counter section. Based on the historical state thinking of the axle counter section being "idle", the judgment of the axle counter failure ARB covers all operating scenarios and can still ensure safety in extreme scenarios. The method proposed in this embodiment covers and is applicable to comprehensive scenarios, a wide range, and high safety. Combined with the mobile authorization calculation scheme of the ARB section, it can effectively reduce the impact of axle counter failures on urban rail transit operations.

[0064] In this embodiment, step S2 is used to calculate the distance between the axle counting sections before and after the section to be judged based on the maximum communication delay between devices, and this distance is used as the target axle counting section for the occupied state to be identified in step S3. This is mainly because the train running conditions under the most unfavorable conditions (i.e., the maximum communication delay between subsystems) are taken into consideration. During the communication delay, the train position information or the section occupancy information is not updated, but the actual train may have entered the section to be judged. Therefore, adjacent protection needs to be performed according to the limit distance. Otherwise, it cannot be guaranteed whether the occupancy of the section is caused by the train jumping into the section during the delay period, that is, the axle counting is jumped, the adjacent section is idle, and the train directly enters the section to be judged.

[0065] In this embodiment, when judging whether the occupied state of the axle counting section is caused by an axle counter failure, the historical state of the axle counting section being "idle" is taken into consideration, and by monitoring the historical state of the sections within a certain range around the faulty section, it is confirmed that no train will enter this faulty section. In this case, the section occupation can only be caused by an axle counter failure. Such a judgment covers all operating scenarios and can ensure the safe operation of trains in extreme scenarios.

[0066] In one embodiment, the method of this embodiment accurately determines whether the axle counter section is in the ARB state, and the prerequisites include the following two conditions:

[0067] 1. The idleness reported by the axle counter section is credible, that is, the axle counter will not report the idle state when there is a train section.

[0068] 2. For the axle counting section to be judged, if the axle counting section is idle from the time when the previous occupied state of the target axle counting section is released (non-communication vehicles clear the axle counting section) to the time when the occupied state is currently present, it means that the target axle counting section has been idle.

[0069] Because for the same target axle counting section, after the train passes through, that is, after the car clears the target axle counting section, it will definitely be in an idle state until the next train enters the target axle counting section; if the train is still in an occupied state after clearing the axle counting section, for example, the carriage is separated from the train set and is stranded in the axle counting section, then it cannot be determined as ARB. For details, please refer to Figure 2 As shown, it is a schematic diagram of the case where a non-communication vehicle carriage provided in this embodiment is left in the axle counting section for clearing, resulting in the target section being occupied.

[0070] When the above-mentioned axle counting section to be judged meets the idle condition, that is, after the occupation is cleared, the axle counting section cannot be immediately determined to be in the ARB state. It must also meet the conditions that the adjacent axle counting sections in front and behind are also idle, that is, no other train will enter this axle counting section after the train is cleared.

[0071] In this embodiment, the specific calculation of the first delay allowed running distance and the second delay allowed running distance in step S2 is as follows:

[0072] S1=V max1 *t;

[0073] S2=V max2 *t;

[0074] t = t1 + t2;

[0075] Among them, S1 and S2 represent the first delay allowed running distance and the second delay allowed running distance respectively, V max1 Indicates the maximum speed limit in the rear axle meter section, V max2 represents the maximum speed limit of the axle counting section ahead, and t represents the sum of the maximum communication delay time t1 between the section ZC and CI and the maximum communication delay time t2 between the target axle counting section ZC and the adjacent axle counting section ZC.

[0076] In this embodiment, the principle for calculating the distance between the preceding and following sections is that, under unfavorable conditions of maximum system communication delay and maximum train speed, the train will not jump into the section to be determined at the moment it is occupied. Furthermore, parameter t takes into account the maximum communication delay between ZCs and CIs and between ZCs and ZCs between axle counting sections. This is because when the section to be determined is located at the boundary of a ZC or CI, communication delays between adjacent ZCs and between ZCs and CIs can cause lags in occupancy information.

[0077] In one case, if Figure 3As shown in FIG, it is a schematic diagram for judging whether the axle counting section provided in this embodiment is in the ARB state, referring to Figure 3 At the current moment (T2), the axle counting section suddenly changes to an occupied state. As the section to be determined, it is necessary to determine whether the section to be determined was idle in the previous cycle (T1). If so, the preceding and following sections to be determined are determined according to step S2. It is also determined whether the preceding and following sections were idle or in the ARB state in the previous cycle (T1). If they were idle or in the ARB state, the section to be determined is determined to be in the ARB state; otherwise, it cannot be determined to be in the ARB state. Therefore, if a train approaches, it can smoothly pass through the occupied axle counting section. This allows efficient determination of the axle counting section status without manual intervention, ensuring that subsequent tracking trains can normally pass through the section with the axle counting failure.

[0078] In one embodiment, there is also a situation where the target section is located at the dead end line. Since the dead end line does not have the conditions for the CBTC train to pass through during actual operation, it cannot have the "good car" passing mark, and the fault occupation cannot be set to ARB. At the same time, the occupied adjacent section (with the good car passing mark) will be dyed into UT (section non-communication vehicle occupation mark), affecting operation.

[0079] In this embodiment, when the target axle counting section is located at the end line, it is first determined whether the target axle counting section is in an idle state before the occupied state. If it is in an idle state, it is only necessary to determine the first delayed allowed running distance of the axle counting section behind the target axle counting section, and determine whether the occupied state of the section corresponding to the first delayed allowed running distance in the previous cycle is idle or ARB, so as to determine the occupied state of the target axle counting section.

[0080] In a specific embodiment, when the target section is located at the dead end, the occupied state of the target section is determined by the following judgment process. The judgment steps are as follows:

[0081] In step A10 , when the target axle counting section CI is reported as being occupied and the target axle counting section is at the end line, it is determined that the target axle counting section was previously in an idle state, and step A11 is executed.

[0082] Step A11: Determine the maximum communication delay time between the rear axle counting section ZC and CI of the target axle counting section, as well as the maximum communication delay time of the adjacent axle counting section ZC, and calculate the first delay allowable running distance for the train to reach the target axle counting section based on the maximum speed limit of the front axle counting section. Set the section corresponding to the distance as the rear section.

[0083] In step A12, the axle counter working cycle is used as a determination cycle. If the occupancy state of the rear section in the previous cycle is idle or ARB, the target axle counter section is determined to be in the ARB state; otherwise, it is not in the ARB state.

[0084] For reference Figure 4 As shown in FIG, it is a schematic diagram for judging whether the axle counting section provided in this embodiment is in the ARB state when the axle counting section is at the end line. Figure 4 , the left side is the train's forward direction. At the current moment (T2), the axle counting section suddenly changes to the occupied state. As the section to be judged, it is necessary to judge whether the section to be judged was in the idle state in the previous cycle (T1). If so, the rear section to be judged is determined according to the above step A12, and whether the rear section was in the idle state or the ARB state in the previous cycle (T1). If it was in the idle state or the ARB state, it can be determined that the section to be judged is in the ARB state. Otherwise, it cannot be determined as the ARB state.

[0085] In another embodiment, if a dead end line exists in the section corresponding to the second delayed allowed traveling distance determined in step S2, the axle counter working cycle is used as the determination cycle, and the state of the target axle counter section is determined by judging whether the occupancy state of the preceding section in the previous cycle is idle or ARB. Therefore, after determining the second delayed allowed traveling distance in step S2, it is also necessary to determine the line condition corresponding to the second delayed allowed traveling distance, so as to determine the preceding section.

[0086] In this embodiment, the line conditions corresponding to the second delayed allowed travel distance include the axle counting section + dead end line, or the dead end line. In this case, the line of the preceding section extends to the dead end line, and the occupancy state of the preceding section in the previous cycle is determined to be idle or ARB.

[0087] In a specific example, refer to Figure 5 As shown, the left side is the train's forward direction. The second delayed allowed running distance obtained by the method of step S2 is S2, but the second delayed allowed running distance S1 exceeds the dead line, that is, the length of the front section is less than S2, then the front section is the dead line section.

[0088] In a specific embodiment, when it is determined that a dead end line exists in the section corresponding to the obtained second delayed allowed travel distance, the occupancy state of the target axle counting section is determined by the following determination process. The determination steps are as follows:

[0089] In step A20 , when the target axle counting section CI is reported as being in an occupied state, it is determined that if the target axle counting section was previously in an idle state, step A21 is executed.

[0090] Step A21, respectively determine the maximum communication delay time between the axle counting sections ZC in front and behind the target axle counting section and CI, as well as the maximum communication delay time between the target axle counting section ZC and the adjacent axle counting section ZC, and calculate the first delay allowable running distance for the train to arrive at the target axle counting section and the second delay allowable running distance for the train to leave the target axle counting section based on the maximum speed limit of the axle counting section.

[0091] In step A22, if the section corresponding to the second delayed allowed traveling distance includes the axle counting section and the dead end line, the axle counting section and the dead end line are used as the front section, and the process goes to step A23; if the section corresponding to the second delayed allowed traveling distance is the dead end line, the dead end line is used as the front section, and the process goes to step A23.

[0092] In step A23 , the axle counter working cycle is used as the determination cycle. If the occupancy state of the preceding section in the previous cycle is idle or ARB, the target axle counter section is determined to be in the ARB state; otherwise, it is not in the ARB state.

[0093] In this embodiment, the section corresponding to the second delayed allowable travel distance may have a dead end. In particular, when the section corresponding to the second delayed allowable travel distance includes the axle counting section and the entire dead end, or when the preceding section is the dead end, the target axle counting section cannot be determined to be in the ARB state if the line preceding the dead end falls into any of the following situations:

[0094] Case 1: The road section ahead of the dead end line is the terminal of the connecting line. Figure 6 shown.

[0095] Case 2: The road section ahead of the dead end line is the exit point of the CBTC area (the track ahead of the dead end line does not belong to the ZC and the ZC is not configured in the electronic map). Figure 7 shown.

[0096] Case 3: The road section ahead of the dead end line is the connection between the vehicle depot / parking lot and the test line. Figure 8 shown.

[0097] This embodiment is preferred. Since special circumstances may easily occur in the front section, in order to make the entire judgment process more efficient, the second delayed allowed running distance S2 can be calculated first, and then the front section can be determined based on the second delayed allowed running distance S2 and the line conditions. If there is a dead end line, the occupancy status of the target section is determined through the following judgment process. It is only necessary to determine whether the occupancy status of the front section in the previous cycle is idle or ARB to determine the status of the target axle counting section; if the front section is determined to be a normal axle counting section based on the second delayed allowed running distance S2 and the line conditions, the first delayed allowed running distance S1 is calculated to determine the rear section, and then step S3 is executed to determine the occupancy status of the target axle counting section.

[0098] Device embodiment

[0099] According to an embodiment of the present invention, a device for determining the state of an ARB in an axle counting section is provided. Figure 9FIG. 1 is a block diagram of an ARB state determination device for an axle counter section according to an embodiment of the present invention. The ARB state determination device for an axle counter section according to an embodiment of the present invention includes:

[0100] The first judgment module 10 is configured to, upon receiving a report that the target axle counting section CI is in an occupied state, determine whether the target axle counting section was in an idle state before the occupied state, and feed back the information to the second judgment module 20 .

[0101] In this embodiment, the target axle counting section is in an idle state before being in the occupied state mainly because the target axle counting section is in an idle state during the period from when the previous occupied state of the target axle counting section is released to when the current occupied state is reached.

[0102] The second judgment module 20 is used to calculate the first delayed allowed running distance for the train to arrive at the target axle counting section and the second delayed allowed running distance for the train to leave the target axle counting section based on the information fed back by the first judgment module 10, the maximum communication delay time between the front and rear axle counting sections ZC and CI of the target axle counting section, and the maximum communication delay time between the target axle counting section ZC and the adjacent axle counting section ZC, and according to the maximum speed limit of the axle counting section, so that the sections corresponding to the first delayed allowed running distance and the second delayed allowed running distance are respectively used as the rear section and the front section of the target axle counting section.

[0103] The third judgment module 30 is configured to use the axle counter working cycle as a judgment cycle and judge whether the occupancy status of the front segment and the rear segment in the previous cycle is idle or ARB, then the target axle counter segment is judged to be in the ARB state; otherwise, it is not in the ARB state.

[0104] This embodiment provides an ARB status judgment device for an axle counting section. When the axle counting section receiving CI feedback changes from an idle state to an occupied state, in order to more accurately determine whether the section occupation is caused by an axle counting fault, considering that the communication delay between adjacent axle counting sections ZC and CI will cause the occupancy information to lag, the distance between the front section and the rear section of the target axle counting section takes into account the distance the train finally travels due to the information delay. This distance is used as the front section and the rear section of the target axle counting section, and then it is judged whether the status of the front section and the rear section in the previous cycle is idle or ARB. In this way, the ARB judgment is performed in combination with the axle counting historical status of the sections around the faulty section. Accurately and efficiently identify whether the occupied status reported by the axle counter is a train entering or an axle counter failure. In addition, this method determines whether the axle counter section is in the ARB state. After the non-communication vehicle clears (leaves) the axle counter section, the axle counter is judged to be idle (that is, the "idle" logic). There must be no non-communication trains or carriages in the axle counter section. Based on the historical state thinking of the axle counter section being "idle", the judgment of the axle counter failure ARB covers all operating scenarios and can still ensure safety in extreme scenarios. The method proposed in this embodiment covers and is applicable to comprehensive scenarios, a wide range, and high safety. Combined with the mobile authorization calculation scheme of the ARB section, it can effectively reduce the impact of axle counter failures on urban rail transit operations.

[0105] In this embodiment, the second judgment module 20 calculates the first delay allowed running distance and the second delay allowed running distance as follows:

[0106] S1=V max1 *t;

[0107] S2=V max2 *t;

[0108] t = t1 + t2;

[0109] Among them, S1 and S2 represent the first delay allowed running distance and the second delay allowed running distance respectively, V max1 Indicates the maximum speed limit in the axle meter section ahead, V max2 represents the maximum speed limit of the rear axle counting section, and t represents the sum of the maximum communication delay time t1 between the section ZC and CI and the maximum communication delay time t2 between the target axle counting section ZC and the adjacent axle counting section ZC.

[0110] In this embodiment, the distance S between the preceding and following sections is calculated based on the principle that, under unfavorable conditions of maximum system communication delay and maximum train speed, the train will not jump into the section to be determined at the moment it is occupied. Furthermore, parameter t takes into account the maximum communication delay between axle counting sections, ZC-CI and ZC-ZC, because when the section to be determined is located at the boundary of a ZC or CI, communication delays between adjacent ZCs and between the ZC and CI can cause lags in occupancy information.

[0111] In one embodiment, there is also a situation where the target section is a dead end line. Since the dead end line does not have the conditions for CBTC trains to pass through during actual operation, it cannot have a good train passing mark, and the fault occupation cannot be set to ARB. At the same time, the occupied adjacent section (with a good train passing mark) will be dyed into UT, affecting operation.

[0112] In this embodiment, when the target axle counter section is located at the end line, it is first determined whether the target axle counter section was in an idle state before the occupied state. If it is in an idle state, it is only necessary to determine the second delayed allowed running distance of the axle counter section behind the target axle counter section, and determine whether the occupied state in the previous cycle of the second delayed allowed running distance is idle or ARB, so as to determine the occupied state of the target axle counter section.

[0113] In a specific embodiment, when the target section is a dead end line, the method further includes:

[0114] The first judgment module 10 is configured to receive a report that the target axle counting section CI is in an occupied state and is a dead end line, determine if the target axle counting section was in an idle state before the occupied state, and feed back the information to the second judgment module 20 .

[0115] The second judgment module 20 is used to determine the maximum communication delay time between the rear axle counting section ZC and CI of the target axle counting section, and the maximum communication delay time of the adjacent axle counting section ZC, and calculate the second delayed allowable running distance for the train to reach the target axle counting section based on the maximum speed limit of the front axle counting section, and use it as the rear section.

[0116] The third judgment module 30 is configured to use the axle counter working cycle as a judgment cycle and judge whether the target axle counter segment is in the ARB state if the occupancy state of the rear segment in the previous cycle is idle or ARB; otherwise, it is not in the ARB state.

[0117] In another embodiment, the second determination module 20 determines that the section corresponding to the obtained second delayed allowed travel distance may have a dead end, which may specifically include an axle counting section + a dead end, or a dead end.

[0118] In a specific embodiment, when a dead end line exists in a section corresponding to the second delayed allowed travel distance, the method further includes:

[0119] The first judgment module 10 is used to receive a report that the target axle counting section CI is in an occupied state, determine if the target axle counting section was in an idle state before the occupied state, and feedback to the second judgment module 20;

[0120] The second judgment module 20 is used to calculate the first delayed allowable running distance for the train to arrive at the target axle counting section and the second delayed allowable running distance for the train to leave the target axle counting section based on the information fed back by the first judgment module 10, the maximum communication delay time between the axle counting sections ZC and CI in front and behind the target axle counting section, and the maximum communication delay time between the target axle counting section ZC and the adjacent axle counting section ZC, and the maximum speed limit of the axle counting section.

[0121] The fourth judgment module 40 is used to judge the line condition of the section corresponding to the second delayed allowed running distance. If the section corresponding to the second delayed allowed running distance includes an axle counting section and a dead end line, the axle counting section and the dead end line are regarded as the front section and are fed back to the third judgment module 30; if it is determined that the section corresponding to the second delayed allowed running distance is a dead end line, the dead end line is regarded as the front section and is fed back to the third judgment module 30.

[0122] The third judgment module 30 is configured to use the axle counter working cycle as a judgment cycle and judge whether the target axle counter section is in the ARB state if the occupancy state of the preceding section in the previous cycle is idle or ARB; otherwise, the target axle counter section is not in the ARB state.

[0123] In this embodiment, if there is a dead end in the section corresponding to the second delay allowable travel distance, especially if the section corresponding to the second delay allowable travel distance includes the axle counting section and the entire dead end, or if the preceding section is the dead end, the target section cannot be determined to be in the ARB state if the line preceding the dead end is any of the following:

[0124] Case 1: The road section ahead of the dead end line is the terminal of the connecting line.

[0125] Case 2: The road section ahead of the dead end line is the end point for exiting the CBTC area (the track ahead of the dead end line does not belong to the ZC and is not configured for the ZC in the electronic map).

[0126] Case 3: The road section ahead of the dead end line is the connection between the vehicle depot / parking lot and the test line.

[0127] like Figure 10 As shown, the present invention also provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the method for determining the ARB state of the axle counter section in the above embodiment is implemented.

[0128] The present invention also provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the method for determining the ARB state of the axle counter section in the above embodiment is implemented. Alternatively, when the computer program is executed by a processor, the method for determining the ARB state of the axle counter section in the above embodiment is implemented.

[0129] Those skilled in the art will appreciate that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0130] Each embodiment in this specification is described in a progressive manner. The same or similar parts between the embodiments can be referred to each other. Each embodiment focuses on the differences from other embodiments. In particular, for the device or system embodiments, since they are basically similar to the method embodiments, the description is relatively simple. For the relevant parts, refer to the partial description of the method embodiments. The device and system embodiments described above are merely schematic, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the scheme of this embodiment. A person of ordinary skill in the art can understand and implement it without making any creative efforts.

[0131] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present invention, and the contents not described in detail in the specification of the present invention are common knowledge to those skilled in the art.

Claims

1. A method for determining the ARB status of an axle counting section, characterized in that: The following steps are involved: 1) When the target axle counting section interlocking report is in an occupied state, if it is determined that the target axle counting section was in an idle state before the occupied state, the maximum communication delay time between the axle counting section area controllers in front and behind the target axle counting section and the interlocking state, and the maximum communication delay time between the target axle counting section area controller and the adjacent axle counting section area controller are determined respectively, and the first delayed allowable running distance for the train to arrive at the target axle counting section and the second delayed allowable running distance after the train leaves the target axle counting section are calculated based on the maximum speed limit of the axle counting section, so that the sections corresponding to the first delayed allowable running distance and the second delayed allowable running distance are respectively used as the rear section and the front section of the target axle counting section; as well as 2) Using the axle counter working cycle as the determination cycle, if the occupancy status of the front segment and the rear segment in the previous cycle is idle or ARB, the target axle counter segment is determined to be in the ARB state.

2. The method for determining the ARB status of the axle counter section according to claim 1, wherein: The specific calculation of the allowed travel distance for the first delay and the allowed travel distance for the second delay is as follows: S1=V max1 *t; S2=V max2 *t; t = t1 + t2; Among them, S1 and S2 represent the first delay allowed running distance and the second delay allowed running distance respectively, V max1 Indicates the maximum speed limit in the rear axle meter section, V max2 Indicates the maximum speed limit of the axle counting section ahead, t1 indicates the maximum communication delay time between the section area controller and the interlocking, and t2 indicates the maximum communication delay time between the area controllers of the axle counting sections.

3. The method for determining the ARB status of the axle counter section according to claim 1, wherein: When the target axle counting section is located at the end line, the ARB status determination of the axle counting section specifically includes the following steps: When the target axle counter section interlocking report is in the occupied state, determine whether the target axle counter section was in the idle state before the occupied state. If it was in the idle state, determine the section corresponding to the first delayed allowed running distance of the axle counter section behind the target axle counter section as the rear section, and determine if the occupied state of the rear section in the previous cycle was idle or ARB, then the target axle counter section is determined to be in the ARB state.

4. The method for determining the ARB status of an axle counter section according to claim 1, wherein: Furthermore, when the segment corresponding to the second delayed allowed travel distance has a dead end, the axle counter working cycle is used as the determination cycle, and the state of the target axle counter segment is determined by judging whether the occupancy state of the preceding segment in the previous cycle is idle or ARB. The preceding segment determination specifically includes the following steps: If it is determined that the section corresponding to the second delayed allowed running distance includes the axle counting section and the dead end line, the axle counting section and the dead end line are used as the front section; if it is determined that the section corresponding to the second delayed allowed running distance is the dead end line, the dead end line is used as the front section.

5. The method for determining the ARB state of the axle counter section according to claim 4, wherein: When a dead end line exists in the section corresponding to the determined second delayed allowed travel distance, and the line ahead of the dead end line is in any of the following three situations, the state of the target axle counting section cannot be determined as the ARB state. Specifically: Case 1: The road section ahead of the dead end line is the terminal of the connecting line; Case 2: The road section ahead of the dead end line is the exit point of the CBTC area; Case 3: The road section ahead of the dead end line is the connection between the vehicle depot / parking lot and the test line.

6. An ARB status judgment device for an axle counter section, characterized in that: include: A first judgment module is configured to, upon receiving a target axle counting section interlocking report indicating an occupied state, determine whether the target axle counting section was previously in an idle state and provide feedback to a second judgment module; a second judgment module, configured to calculate, based on the information fed back by the first judgment module, a first allowed delayed running distance for a train to arrive at the target axle counting section and a second allowed delayed running distance for a train to leave the target axle counting section, according to the maximum communication delay time between the axle counting section area controllers and the interlocking in front and rear of the target axle counting section, and the maximum communication delay time between the target axle counting section area controller and the adjacent axle counting section area controller, and according to the maximum speed limit of the axle counting section, so that the sections corresponding to the first allowed delayed running distance and the second allowed delayed running distance are respectively used as the rear section and the front section of the target axle counting section; as well as The third judgment module is configured to use the axle counter working cycle as a judgment cycle, and to judge if the occupancy status of the front section and the rear section in the previous cycle is idle or ARB, and then to judge the target axle counter section to be in the ARB state.

7. The device for determining the ARB state of the axle counter section according to claim 6, wherein: Furthermore, when the target axle counting section is located at the end line, the method further includes: a first judgment module configured to receive a target axle counting section interlocking report indicating an occupied state, and when the target axle counting section is a dead end line, determine whether the target axle counting section was previously in an idle state and provide feedback to the second judgment module; A second judgment module is used to determine the maximum communication delay time between the area controller of the axle counting section behind the target axle counting section and the interlocking, and the maximum communication delay time of the area controller of the adjacent axle counting section, and calculate the second delayed allowable running distance for the train to reach the target axle counting section based on the maximum speed limit of the axle counting section ahead, and use it as the rear section; and The third judgment module is configured to use the axle counter working cycle as a judgment cycle, and to judge if the occupancy state of the rear section in the previous cycle is idle or ARB, and then to judge the target axle counter section to be in the ARB state.

8. The device for determining the ARB state of the axle counter section according to claim 6, wherein: The system further includes a fourth judgment module for judging the line condition of the area corresponding to the second delayed allowed travel distance, thereby determining the next section and feeding back to the third judgment module. The judgment basis of the fourth judgment module is as follows: If it is determined that the section corresponding to the second delayed allowed running distance includes the axle counting section and the dead end line, the axle counting section and the dead end line are used as the front section; if it is determined that the section corresponding to the second delayed allowed running distance is the dead end line, the dead end line is used as the front section.

9. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the method for determining the ARB state of the axle counting section according to any one of claims 1 to 5 is implemented.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the method for determining the ARB state of the axle counting section according to any one of claims 1 to 5 is implemented.

Images