Method, device and equipment for determining integrity of urban railway train and medium

Abstract

The invention relates to the technical field of train control, and provides a city region railway train integrity determination method and device, equipment and a medium. According to the method, planned marshalling information of inter-city railway trains, an integrity signal of each single train in the inter-city railway trains, a coupler connection state signal and the number of vehicle network nodes are obtained through a target train control system, and the actual marshalling number of the trains is determined according to the integrity signal and the coupler connection state signal of each single train. And when it is determined that the actual number of train marshalling and the number of vehicle network nodes are matched with the planned number of train marshalling, it is determined that the urban railway train is complete, it is achieved that the integrity of the train is comprehensively determined through the planned marshalling information and multiple pieces of real-time obtained information, and running safety of the urban railway train is guaranteed.

Description

Technical Field

[0001] The present application relates to the field of train control technology, and in particular to a method, device, equipment and medium for determining the integrity of a train on an urban railroad. Background Art

[0002] Urban rail is a type of rail transit between high-speed rail and urban rail transit. In addition to the large-volume characteristics commonly found in rail transit systems, compared with high-speed rail, it has a larger proportion of commuter passenger flow and a higher service frequency; compared with urban rail transit, it has a longer average station distance and faster speed. Therefore, the train control system of urban rail transit mostly adopts a mobile block system to improve operational efficiency, and also adopts a flexible combination of single and double trains or directly adopts a flexible train formation of multiple cars to increase the flexibility of adjusting the volume.

[0003] Traditional urban rail transit that uses mobile block systems for train control usually operates in a fixed formation, without the need to detect train integrity in real time. At the same time, national trunk railways that can be flexibly formed usually use fixed block mode, with ground track circuit equipment providing track section occupancy detection function, and then notifying the train control system through track circuit equipment when some carriages are lost that the train has integrity failure.

[0004] However, urban rail trains usually do not have track circuit equipment because they use mobile block mode. Therefore, when they work in a multiple-unit marshaling mode, it is difficult for the train control system to judge the integrity of the entire train, which may lead to safety hazards. Summary of the invention

[0005] In view of this, the embodiments of the present application provide a method, device, equipment and medium for determining the integrity of an urban rail train to solve the problem in the prior art that the integrity information of the urban rail train cannot be obtained efficiently and accurately.

[0006] In a first aspect of an embodiment of the present application, a method for determining the integrity of an urban rail train is provided, wherein the urban rail train includes at least one single train; the method is executed by a target train control system, and the target train control system is a train control system in a target single train that controls the travel of the urban rail train; the method includes:

[0007] Obtaining planned marshaling information from the ground control center, the planned marshaling information including the planned number of train marshaling;

[0008] Obtain the integrity signal, coupler connection status signal and vehicle network node number of each single train;

[0009] Determine the actual number of train formations based on the integrity signals and coupler connection status signals of each single train;

[0010] In response to determining that the actual number of train formations and the number of vehicle network nodes both match the planned number of train formations, it is determined that the urban rail train is complete.

[0011] In some embodiments, determining the actual number of train sets according to the integrity signal and the coupler connection status signal of each single train includes:

[0012] determining a number of integrity signals received, the number of integrity signals being the number of individual trains sending integrity signals;

[0013] Determine a valid single train, where a valid single train is a single train that sends an integrity signal;

[0014] The actual number of train formations is determined based on the number of integrity signals and the coupler connection status signals of each valid single train.

[0015] In some embodiments, determining the actual number of train sets according to the number of integrity signals and the coupler connection status signal includes:

[0016] In response to determining that the coupler connection status signals of each valid single train are normal, determining the number of first single trains in which the coupler connection status signals indicate that a single hook is valid, and the number of second single trains in which the coupler connection status signals indicate that a double hook is valid;

[0017] The actual number of train sets is determined based on the number of integrity signals, the number of first single trains and the number of second single trains.

[0018] In some embodiments, determining the actual number of train sets according to the number of integrity signals, the number of first single trains, and the number of second single trains includes:

[0019] In response to determining that the first single train quantity is 2, and the second single train quantity is the integrity signal quantity minus 2, the integrity signal quantity is determined to be the actual quantity of the train consist.

[0020] In some embodiments, obtaining the integrity signal, the coupler connection status signal and the number of vehicle network nodes of each single train includes:

[0021] The target single train obtains the integrity signal, coupler connection status signal and vehicle network node signal of the single train, and sends them to the target train control system;

[0022] The target single train receives the integrity signals, coupler connection status signals and vehicle network node signals of each single train sent by other single trains through the vehicle network;

[0023] The target single train forwards the integrity signal, coupler connection status signal and vehicle network node signal of each single train to the target train control system;

[0024] The target train control system counts all received vehicle network node signals to obtain the number of vehicle network nodes.

[0025] In some embodiments, the method further comprises:

[0026] In response to determining that the intra-city rail train meets the integrity exception condition, determining that the intra-city rail train is incomplete;

[0027] The integrity abnormality condition includes at least one of the following:

[0028] The coupler connection status signal of at least one valid single train is abnormal;

[0029] The number of the first single train is not 2;

[0030] The number of the second single train is not equal to the number of integrity signals minus 2;

[0031] The actual number of train sets does not match the planned number of train sets;

[0032] The number of vehicle network nodes does not match the number of train formation plans.

[0033] In some embodiments, the train control system of the urban railway train uses a moving block method to control the train operation.

[0034] In a second aspect of an embodiment of the present application, a device for determining the integrity of an urban rail train is provided, wherein the urban rail train includes at least one single train; the device includes:

[0035] An acquisition module is configured to acquire planned marshaling information from a ground control center, wherein the planned marshaling information includes a planned number of train marshaling;

[0036] The acquisition module is further configured to acquire the integrity signal, the coupler connection status signal and the number of vehicle network nodes of each single train;

[0037] A determination module is configured to determine the actual number of train sets according to the integrity signal and the coupler connection status signal of each single train;

[0038] The determination module is also configured to determine that the urban rail train is complete in response to determining that the actual number of train formations and the number of vehicle network nodes both match the planned number of train formations.

[0039] According to a third aspect of an embodiment of the present application, an electronic device is provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the above method when executing the computer program.

[0040] According to a fourth aspect of an embodiment of the present application, a computer-readable storage medium is provided, which stores a computer program, and when the computer program is executed by a processor, the steps of the above method are implemented.

[0041] The beneficial effects of the embodiments of the present application compared with the prior art are as follows: the embodiments of the present application obtain the planned formation information of the intercity railway train, the integrity signal of each single train in the intercity railway train, the coupler connection status signal and the number of vehicle network nodes through the target train control system, determine the actual number of train formations according to the integrity signal and the coupler connection status signal of each single train, and when it is determined that the actual number of train formations and the number of vehicle network nodes match the planned number of train formations, determine that the urban railway train is complete, thereby realizing the comprehensive determination of the integrity of the train by using the planned formation information and multiple real-time acquired information, and ensuring the safe operation of the urban railway train. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0043] Figure 1 It is a flow chart of a method for determining the integrity of an urban rail train provided in an embodiment of the present application.

[0044] Figure 2 It is a flow chart of a method for determining the actual number of train formations based on the integrity signals and coupler connection status signals of each single train provided in an embodiment of the present application.

[0045] Figure 3 It is a flow chart of a method for determining the actual number of train formations based on the number of integrity signals and coupler connection status signals provided in an embodiment of the present application.

[0046] Figure 4 It is a flow chart of a method for obtaining the integrity signal, coupler connection status signal and vehicle network node number of each single train provided in an embodiment of the present application.

[0047] Figure 5 It is a schematic diagram of a device for determining the integrity of a metropolitan railway train provided in an embodiment of the present application.

[0048] Figure 6 It is a schematic diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0049] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0050] A method and device for determining the integrity of a train for an urban railroad according to an embodiment of the present application will be described in detail below with reference to the accompanying drawings.

[0051] As mentioned above, traditional urban rail transit that uses mobile block systems for train control usually operates in a fixed formation and does not require real-time detection of train integrity.

[0052] That is, the urban rail transit system generally adopts the CBTC (Communication Based Train Control System) system, which is a mobile block mode and generally does not use track circuit equipment. And because the subway passenger flow is stable, combined with factors such as platform design, a fixed marshaling method is usually adopted, and the two-train reconnection method is rarely or cannot be used, so there is no scenario where the train is lost after reconnection. If the integrity of this train is lost, the train will trigger emergency braking. At the same time, when the ground ZC (Zone Controller) equipment receives the loss of train integrity signal, it will lock the track section where the train is located to ensure system safety.

[0053] In addition, national trunk railways that can be flexibly marshaled usually adopt a fixed block method, with ground track circuit equipment providing track section occupancy detection function, and then notifying the train control system of a train integrity failure through the track circuit equipment when some carriages are lost.

[0054] That is, the CTCS (China Train Control System)-2 and CTCS-3 train control systems commonly used by national trunk railways are fixed block systems, and the ground track circuit equipment provides the track section occupancy detection function to determine the track section where the train is located. At the same time, the EMUs commonly used by national trunk railways can ensure the integrity of the train of this train, that is, if the EMU of this train loses some carriages, the EMU will give a train integrity loss signal and trigger an emergency brake stop. For the reconnection scenario, because the EMU generally does not have the reconnection information, if the rear car of the reconnection is lost, the EMU generally cannot give a train integrity loss signal. However, if a car is lost or the rear car is lost during reconnection, the ground track circuit equipment can detect the track section where the lost car or the rear car of the reconnection is located, so it will not cause a safety risk.

[0055] However, urban rail trains usually do not have track circuit equipment because they use mobile block mode. Therefore, when they work in a multiple-unit marshaling mode, it is difficult for the train control system to judge the integrity of the entire train, which may lead to safety hazards.

[0056] That is to say, urban railroads mostly use mobile block systems, and combined with the tidal characteristics of urban passenger flow, single-train and double-coupled trains are often used. Because the double-coupled trains can run independently, when the rear train of the double-coupled train is lost, the train generally cannot give a signal of train integrity loss; and if the rear train of the double-coupled train is lost, the ground equipment using the mobile block system also has no track circuit to detect the position of the lost rear train, and the system has safety risks.

[0057] In view of this, an embodiment of the present application provides a method for determining the integrity of an urban rail train, by which the target train control system obtains the planned formation information of the intercity rail train, the integrity signal of each single train in the intercity rail train, the coupler connection status signal and the number of vehicle network nodes, and determines the actual number of train formations according to the integrity signal and the coupler connection status signal of each single train. When it is determined that the actual number of train formations and the number of vehicle network nodes match the planned number of train formations, the urban rail train is determined to be complete, thereby realizing the comprehensive determination of the train integrity by using the planned formation information and multiple real-time acquired information, thereby ensuring the safe operation of the urban rail train.

[0058] Figure 1 1 is a flow chart of a method for determining the integrity of a train in a regional railway provided in an embodiment of the present application. Figure 1 As shown, the method comprises the following steps:

[0059] In step S101, the planned marshaling information is obtained from the ground control center, and the planned marshaling information includes the planned number of train marshaling.

[0060] In step S102, the integrity signal, coupler connection status signal and vehicle network node number of each single train are obtained.

[0061] In step S103, the actual number of train sets is determined based on the integrity signal and coupler connection status signal of each single train.

[0062] In step S104, in response to determining that the actual number of train formations and the number of vehicle network nodes both match the planned number of train formations, it is determined that the urban rail train is complete.

[0063] In certain embodiments of the present application, the method may be performed by a target train control system to determine the integrity of an intra-city railway train, wherein the intra-city railway train may include at least one single train, and the target train control system may be a train control system in a target single train that controls the travel of the intra-city railway train.

[0064] In one example, the first single train in the direction of travel of the urban rail train can be set as the target single train, and the train control system of the target single train controls the travel of the urban rail train. Alternatively, other single trains in the urban rail train can be set as target single trains according to actual needs, and the train control system in the target single train is used as the target train control system, which is not limited here.

[0065] In some embodiments of the present application, the target train control system can obtain planned formation information from the ground control center, and the planned formation information may include the planned number of train formations, which is the number of single trains included in the urban railway train plan after formation.

[0066] In some implementations, the target train control system may also obtain the integrity signal, coupler connection status signal, and vehicle network node number of each individual train.

[0067] Among them, each single train can detect its own integrity and generate an integrity signal after passing the detection. At the same time, each single train can also detect its own coupler connection status to obtain a coupler connection status signal. Both the integrity detection and the coupler connection status detection can be implemented by a preset circuit in the train, or by other means, which are not limited here.

[0068] At the same time, the target train control system can also obtain the number of vehicle network nodes of the intercity railway train through the vehicle communication network. Each single train corresponds to a network node, that is, when the vehicle communication network is normal, the number of single trains should be the same as the number of vehicle network nodes.

[0069] In certain embodiments of the present application, the train control system can determine the actual number of train formations based on the integrity signal and the coupler connection status signal of each single train. Further, the train control system can also compare the determined actual number of train formations and the obtained number of vehicle network nodes with the planned number of train formations to determine whether the urban rail train is complete.

[0070] In one example, if it is determined that the actual number of train formations and the number of vehicle network nodes match the planned number of train formations, it can be determined that the urban rail train is complete. Wherein, the actual number of train formations and the number of vehicle network nodes match the planned number of train formations, which means that the actual number of train formations and the number of vehicle network nodes are equal to the planned number of train formations.

[0071] According to the technical solution provided in the embodiment of the present application, the target train control system obtains the planned formation information of the intercity railway train, the integrity signal of each single train in the intercity railway train, the coupler connection status signal and the number of vehicle network nodes, and determines the actual number of train formations according to the integrity signal and the coupler connection status signal of each single train. When it is determined that the actual number of train formations and the number of vehicle network nodes match the planned number of train formations, the urban railway train is determined to be complete, thereby realizing the comprehensive determination of the integrity of the train by using the planned formation information and multiple real-time acquired information, thereby ensuring the safe operation of the urban railway train.

[0072] Figure 2 1 is a flow chart of a method for determining the actual number of train sets according to the integrity signal and coupler connection status signal of each single train provided in an embodiment of the present application. Figure 2 As shown, the method comprises the following steps:

[0073] In step S201 , the number of received integrity signals is determined.

[0074] The number of integrity signals is the number of single trains sending integrity signals.

[0075] In step S202, a valid single train is determined.

[0076] Among them, the valid single train is a single train that sends an integrity signal.

[0077] In step S203, the actual number of train sets is determined based on the number of integrity signals and the coupler connection status signals of each valid single train.

[0078] In some embodiments of the present application, determining the actual number of train formations based on the integrity signals and coupler connection status signals of each single train may be that the train control system first determines the number of integrity signals received, and the number of integrity signals is the number of single trains that send integrity signals. Next, the train control system determines that the single train that sent the integrity signal is a valid single train. Further, the train control system may determine the actual number of train formations based on the number of integrity signals and the coupler connection status signals of each valid single train.

[0079] Figure 3 1 is a flow chart of a method for determining the actual number of train sets according to the number of integrity signals and the coupler connection status signals provided in an embodiment of the present application. Figure 3 As shown, the method comprises the following steps:

[0080] In step S301, in response to determining that the coupler connection status signals of each valid single train are normal, the number of first single trains in which the coupler connection status signals of the valid single trains indicate that single hooks are valid, and the number of second single trains in which the coupler connection status signals indicate that double hooks are valid are determined.

[0081] In step S302, the actual number of train sets is determined according to the number of integrity signals, the number of first single trains and the number of second single trains.

[0082] In certain embodiments of the present application, determining the actual number of train formations based on the number of integrity signals and coupler connection status signals can be done by first determining whether the coupler connection status signals of each valid single-train are normal, and if so, determining the number of first single-train trains in which the coupler connection status signals of the valid single-trains indicate that a single hook is valid, and the number of second single-train trains in which the coupler connection status signals indicate that double hooks are valid.

[0083] Next, the actual number of train sets is determined according to the number of integrity signals, the number of first single trains, and the number of second single trains. In one example, the number of integrity signals can be determined as the actual number of train sets when the number of integrity signals, the number of first single trains, and the number of second single trains simultaneously meet the following conditions:

[0084] The number of the first single train is 2; and

[0085] The number of the second single train is the number of integrity signals minus 2.

[0086] That is, if it is determined that the number of the first single train is 2, and the number of the second single train is the number of integrity signals minus 2, then it can be determined that the number of integrity signals is the actual number of train formations.

[0087] Figure 4 1 is a flow chart of a method for obtaining the integrity signal, coupler connection status signal and vehicle network node number of each single train provided in an embodiment of the present application. Figure 4 As shown, the method comprises the following steps:

[0088] In step S401, the target single train obtains the integrity signal, coupler connection status signal and vehicle network node signal of the single train, and sends them to the target train control system.

[0089] In step S402, the target single train receives integrity signals, coupler connection status signals and vehicle network node signals of each single train sent by other single trains through the vehicle network.

[0090] In step S403, the target single train forwards the integrity signal, coupler connection status signal and vehicle network node signal of each single train to the target train control system.

[0091] In step S404, the target train control system counts all received vehicle network node signals to obtain the number of vehicle network nodes.

[0092] In some embodiments of the present application, the integrity signal, coupler connection status signal and vehicle network node number of each single train can be obtained by first obtaining the integrity signal, coupler connection status signal and vehicle network node signal of the target single train and sending them to the target train control system. Among them, the train integrity signal and coupler connection status signal can be determined and sent by the detection circuit, and the vehicle network node signal can be sent by the vehicle communication network. Different single trains correspond to different vehicle network node signals. For example, different vehicle network node identifiers can be set for different single trains.

[0093] At the same time, the target single train can also receive the integrity signals, coupler connection status signals and vehicle network node signals of each single train sent by other single trains through the vehicle network, and forward the integrity signals, coupler connection status signals and vehicle network node signals of each single train to the target train control system.

[0094] The target train control system counts all received vehicle network node signals to obtain the vehicle network node number. At the same time, the vehicle network node number and the integrity signals and coupler connection status signals of all received single trains are temporarily stored to determine the integrity of the entire vehicle.

[0095] In some embodiments of the present application, if it is determined that the urban rail train meets the integrity abnormality condition, it can be determined that the urban rail train is incomplete. The integrity abnormality condition may include at least one of the following:

[0096] The coupler connection status signal of at least one valid single train is abnormal;

[0097] The number of the first single train is not 2;

[0098] The number of the second single train is not equal to the number of integrity signals minus 2;

[0099] The actual number of train sets does not match the planned number of train sets;

[0100] The number of vehicle network nodes does not match the number of train formation plans.

[0101] In some embodiments of the present application, the train control system of the urban rail train may control the train operation by moving block. Further, the running track of the urban rail train is not provided with track circuit equipment.

[0102] That is to say, the technical solution provided in the embodiment of the present application can use the marshaling information sent by the ground control center as the current train marshaling plan quantity. In one example, the train marshaling plan quantity can be recorded as N, where N is a positive integer.

[0103] Furthermore, the actual number of the current train set is calculated based on the single train integrity information and the coupler status information transmitted by the vehicle. In one example, the actual number of the train set can be recorded as n, where n is a positive integer.

[0104] At the same time, the number of network nodes of the vehicle can also be checked, and the number of network nodes of the vehicle can be used as auxiliary inspection information. In an example, the number of network nodes of the vehicle can be recorded as M, where M is a positive integer.

[0105] The final train integrity status is determined by comparing the planned number N of train formations, the actual number n of train formations and the number M of vehicle network nodes.

[0106] Taking the more complex flexible marshaling operation mode as an example, assume that the planned marshaling status sent by the ground control center to the on-board equipment is N marshaling; the number of vehicle network nodes received by the on-board equipment is M.

[0107] The onboard equipment simultaneously receives the single train integrity signal i and the coupler states i1 and i2 at both ends of the single train from n vehicles, where i is a positive integer greater than or equal to 1 and less than or equal to n. The received information is:

[0108]

[0109]

[0110] Assume that the target train control system receives integrity signals from n single trains in total and checks the coupler status of these n single trains under the following conditions:

[0111] "There are 2 single train coupler states where single hook is valid (e.g. i1 of car i is connected and i2 is not connected)" and

[0112] "The coupler status of n-2 single trains is double-hook valid (for example, i1 of car i is connected and i2 is also connected)", then it can be concluded that the current actual number of marshalings is n.

[0113] If the actual number of train formations n calculated through the coupler connection information is the same as the planned number of train formations N or the number of vehicle network nodes M, the integrity of the urban rail train can be determined to be correct. On the contrary, if the actual number of train formations n is different from the planned number of train formations N or the number of vehicle network nodes M, or the coupler status check of this formation does not conform to the above logic, the train integrity signal is judged to be lost, the on-board equipment outputs an emergency brake stop, and sends a train integrity loss signal to the ground equipment. Through multiple verification of the above three information, the possibility of inaccurate coupling status information caused by coupler switch failure can be eliminated, and the accurate train integrity status can be obtained.

[0114] All the above optional technical solutions can be arbitrarily combined to form optional embodiments of the present application, which will not be described one by one here.

[0115] The following is an embodiment of the device of the present application, which can be used to execute the embodiment of the method of the present application. For details not disclosed in the embodiment of the device of the present application, please refer to the embodiment of the method of the present application.

[0116] Figure 5 It is a schematic diagram of a device for determining the integrity of a metropolitan railway train provided in an embodiment of the present application.

[0117] like Figure 5 As shown, the device comprises:

[0118] The acquisition module 501 is configured to acquire planned marshaling information from a ground control center, where the planned marshaling information includes the planned number of train marshaling.

[0119] The acquisition module 501 is also configured to acquire the integrity signal, the coupler connection status signal and the number of vehicle network nodes of each single train.

[0120] The determination module 502 is configured to determine the actual number of train sets according to the integrity signal and the coupler connection status signal of each single train.

[0121] The determination module 502 is also configured to determine that the urban rail train is complete in response to determining that the actual number of train formations and the number of vehicle network nodes both match the planned number of train formations.

[0122] According to the technical solution provided in the embodiment of the present application, the target train control system obtains the planned formation information of the intercity railway train, the integrity signal of each single train in the intercity railway train, the coupler connection status signal and the number of vehicle network nodes, and determines the actual number of train formations according to the integrity signal and the coupler connection status signal of each single train. When it is determined that the actual number of train formations and the number of vehicle network nodes match the planned number of train formations, the urban railway train is determined to be complete, thereby realizing the comprehensive determination of the integrity of the train by using the planned formation information and multiple real-time acquired information, thereby ensuring the safe operation of the urban railway train.

[0123] In some embodiments, the actual number of train formations is determined based on the integrity signals and coupler connection status signals of each single train, including: determining the number of received integrity signals, the number of integrity signals is the number of single trains sending integrity signals; determining valid single trains, the valid single train is the single train sending integrity signals; determining the actual number of train formations based on the number of integrity signals and the coupler connection status signals of each valid single train.

[0124] In some implementations, determining the actual number of train sets according to the number of integrity signals and the coupler connection status signals includes:

[0125] In response to determining that the coupler connection status signals of each valid single-train are normal, the number of first single-train trains in which the coupler connection status signals indicate that single hooks are valid, and the number of second single-train trains in which the coupler connection status signals indicate that double hooks are valid are determined; the actual number of train formations is determined based on the number of integrity signals, the number of first single-train trains and the number of second single trains.

[0126] In some embodiments, the actual number of train sets is determined based on the number of integrity signals, the number of first single trains, and the number of second single trains, including: in response to determining that the number of first single trains is 2 and the number of second single trains is the number of integrity signals minus 2, determining the number of integrity signals as the actual number of train sets.

[0127] In some embodiments, the integrity signal, coupler connection status signal and vehicle network node number of each single train are obtained, including: the target single train obtains the integrity signal, coupler connection status signal and vehicle network node signal of the single train, and sends it to the target train control system; the target single train receives the integrity signals, coupler connection status signals and vehicle network node signals of each single train sent by other single trains through the vehicle network; the target single train forwards the integrity signals, coupler connection status signals and vehicle network node signals of each single train to the target train control system; the target train control system counts all received vehicle network node signals to obtain the number of vehicle network nodes.

[0128] In some embodiments, it also includes: in response to determining that the urban rail train meets the integrity abnormality condition, determining that the urban rail train is incomplete; wherein the integrity abnormality condition includes at least one of the following: the coupler connection status signal of at least one valid single train is abnormal; the number of first single trains is not 2; the number of second single trains is not the number of integrity signals minus 2; the actual number of train formations does not match the planned number of train formations; the number of vehicle network nodes does not match the planned number of train formations.

[0129] In some implementations, the train control system of the urban rail train uses a moving block method to control the train operation.

[0130] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0131] Figure 6 Schematic diagram of an electronic device provided in an embodiment of the present application. Figure 6 As shown, the electronic device 6 of this embodiment includes: a processor 601, a memory 602, and a computer program 603 stored in the memory 602 and executable on the processor 601. When the processor 601 executes the computer program 603, the steps in the above-mentioned method embodiments are implemented. Alternatively, when the processor 601 executes the computer program 603, the functions of the modules / units in the above-mentioned device embodiments are implemented.

[0132] The electronic device 6 may be a desktop computer, a notebook, a PDA, a cloud server, or other electronic device. The electronic device 6 may include, but is not limited to, a processor 601 and a memory 602. Those skilled in the art will appreciate that Figure 6 The electronic device 6 is merely an example and does not limit the electronic device 6 . The electronic device 6 may include more or less components than those shown in the figure, or different components.

[0133] The processor 601 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0134] The memory 602 may be an internal storage unit of the electronic device, for example, a hard disk or memory of the electronic device 6. The memory 602 may also be an external storage device of the electronic device 6, for example, a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the electronic device 6. The memory 602 may also include both an internal storage unit of the electronic device 6 and an external storage device. The memory 602 is used to store computer programs and other programs and data required by the electronic device.

[0135] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units.

[0136] If the integrated module / unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium, and the computer program can implement the steps of the above-mentioned various method embodiments when executed by the processor. The computer program may include computer program code, which may be in source code form, object code form, executable file or some intermediate form. Computer-readable media may include: any entity or device capable of carrying computer program code, recording medium, U disk, mobile hard disk, disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium, etc.

[0137] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A method for determining the integrity of a train in an urban area railway, characterized in that: The urban rail train includes at least one single train; the method is executed by a target train control system, and the target train control system is a train control system in a target single train that controls the travel of the urban rail train; The method comprises: Acquire planned marshaling information from a ground control center, wherein the planned marshaling information includes the planned number of train marshaling; Obtain the integrity signal, coupler connection status signal and vehicle network node number of each single train; Determine the actual number of train formations based on the integrity signals and coupler connection status signals of each single train; In response to determining that the actual number of train formations and the number of vehicle network nodes both match the planned number of train formations, it is determined that the urban rail train is complete.

2. The method according to claim 1, characterized in that: The actual number of train sets is determined based on the integrity signals of each single train and the coupler connection status signals, including: Determining a number of integrity signals received, the number of integrity signals being the number of a single train sending integrity signals; Determining a valid single train, where the valid single train is a single train that sends an integrity signal; The actual number of train formations is determined based on the number of integrity signals and the coupler connection status signals of each valid single train.

3. The method according to claim 2, characterized in that Determining the actual number of train sets according to the number of integrity signals and the coupler connection status signals includes: In response to determining that the coupler connection status signals of each valid single train are normal, determining the number of first single trains in which the coupler connection status signals indicate that a single hook is valid, and the number of second single trains in which the coupler connection status signals indicate that a double hook is valid; The actual number of train sets is determined based on the number of integrity signals, the first number of single trains, and the second number of single trains.

4. The method according to claim 3, characterized in that Determining the actual number of train sets according to the number of integrity signals, the number of the first single trains, and the number of the second single trains includes: In response to determining that the first single train quantity is 2, and the second single train quantity is the integrity signal quantity minus 2, the integrity signal quantity is determined to be the actual quantity of the train formation.

5. The method according to claim 1, characterized in that Obtain the integrity signal, coupler connection status signal and vehicle network node number of each single train, including: The target single train obtains the integrity signal, coupler connection status signal and vehicle network node signal of the single train, and sends them to the target train control system; The target single train receives integrity signals, coupler connection status signals and vehicle network node signals of each single train sent by other single trains through the vehicle network; The target single train forwards the integrity signal, coupler connection status signal and vehicle network node signal of each single train to the target train control system; The target train control system counts all received vehicle network node signals to obtain the number of vehicle network nodes.

6. The method according to any one of claims 2 to 4, characterized in that The method further comprises: In response to determining that the intra-city rail train satisfies an integrity exception condition, determining that the intra-city rail train is incomplete; The integrity abnormality condition includes at least one of the following: The coupler connection status signal of at least one valid single train is abnormal; The number of the first single train is not 2; The number of the second single train is not equal to the number of integrity signals minus 2; The actual number of train sets does not match the planned number of train sets; The number of vehicle network nodes does not match the number of train formation plans.

7. The method according to any one of claims 1 to 5, characterized in that The train control system of the urban rail train controls the train operation by means of moving block.

8. A device for determining the integrity of a train in an urban railway, characterized in that: The urban rail train includes at least one single train; The device comprises: An acquisition module is configured to acquire planned marshaling information from a ground control center, wherein the planned marshaling information includes a planned number of train marshaling; The acquisition module is further configured to acquire the integrity signal, the coupler connection status signal and the number of vehicle network nodes of each single train; A determination module is configured to determine the actual number of train sets according to the integrity signal and the coupler connection status signal of each single train; The determination module is also configured to determine that the urban rail train is complete in response to determining that the actual number of train formations and the number of vehicle network nodes both match the planned number of train formations.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

Images