CN111003028B - Train point reporting method and system based on robustness dynamic scene recognition - Google Patents
Train point reporting method and system based on robustness dynamic scene recognition Download PDFInfo
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Abstract
The invention discloses a train point reporting method and system based on robustness dynamic scene recognition. The method has strong robustness, and a point reporting scene and a station track are accurately and dynamically identified in a scene that a segmented routing strategy is adopted in a station; when a station attendant takes the operation of urgently canceling or changing an access, the station attendant can dynamically adjust a point reporting scene and a station track; the invention does not use the plan information as the report point reference, objectively and truly reflects the operation condition of the driving in the station, and the report point information has reliability. The point reporting process does not need manual intervention, and the point is automatically and efficiently reported in time.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a train point reporting method and system based on robust dynamic scene recognition.
Background
The railway operation plan report point is widely applied as a vehicle tracking technology, along with the continuous development and the perfection of a railway signal system, a computer interlocking system can provide reliable in-station representation information, and a Train Dispatching Command System (TDCS) and a dispatching centralized system (CTC) can provide train number tracking information. On the basis, the train point reporting information becomes an important standard for measuring the train operation exchange rate, and is a real reflection of the actual operation condition of the train.
The reliability of the report point information is determined by the reasonability and stability of the report point calculation basis. Train operation station track and point report scene identification can be performed according to route arrangement logic:
1) if the train corresponds to the start plan, the receiving routes are arranged firstly, and the departure routes are arranged after the train is stopped stably.
2) If the train passes through the plan correspondingly, the departure route is arranged firstly and then the receiving route is arranged.
3) If the train corresponds to the starting plan, the departure approach is arranged after the train is stopped stably.
4) And if the train correspondingly finishes to the plan, arranging the train receiving route after meeting the route triggering condition.
According to the route arrangement logic, the point reporting scene is clearly divided. With the intensive traffic flow and the shortage of access resources in the station, the in-station scheduling tends to be refined, and the access utilization efficiency is improved by a sectional routing strategy. For example, when a train corresponds to a pass plan and an departure route is triggered, only the departure routes are arranged without satisfying the trigger condition, and the departure routes are arranged after satisfying the trigger condition. The passing point reporting scene is very similar to the point reporting scene of the arrival plan, and the identification difficulty of the point reporting scene is increased. Under the standing type that the route of receiving a car is formed by the multistage short access, some routes of receiving a car do not meet the trigger condition, allow to adopt the tactics of segmentation receiving a car, report the route situation that the point calculation needs dynamic adaptation in the past. In addition, if special situations occur, the route is cancelled or changed in an emergency, and the calculation of the entry points and the tracks needs to have strong robustness.
At present, the following three schemes are mainly adopted:
1) manual reporting: after the train enters the operation station track according to the plan, the station dispatcher manually records time and submits the time to the dispatching desk when the train operation starts and ends. However, the manual reporting takes much effort of the dispatcher, resulting in low working efficiency and poor reporting accuracy.
2) The thesis of the automatic train point reporting system discloses that the automatic train point reporting system directly transmits train operation time information to a dispatching station by adopting a GPS positioning technology and a satellite mobile communication technology, so that the automatic collection and transmission of the train operation time information are realized, the dispatching station can automatically finish the drawing of a train operation diagram, an electronic map is used for displaying the train operation position, and a mobile communication platform for ground and trains is provided. However, the GPS technology is restricted by many objective factors, such as weather, buildings, application accuracy, international relations, etc., and the accuracy and stability thereof hardly meet the high standards of automatic point reporting of trains.
3) Patent (201210362237.5) discloses a railway vehicle tracking and point reporting method and apparatus, however, this patent requires matching vehicle tracking information with a work plan, and in step 12, the tracking data is retrieved based on train number information of the train. And comparing the train number and the train operation track information in the operation plan with the track and operation object information in the tracking data, and if the train number and the track information in the operation plan are consistent with the operation object information in the tracking data, modifying the operation track and the time of the train operation plan according to the operation track and the time of the tracking data to form a train operation report point. The matching condition limits that the train number and the station track are consistent with the plan, only the time of reporting the point is modified, if the station attendant changes the station track of the train operation, the point reporting mechanism can not match information, and therefore point missing occurs. If the train operation does not match the plan, the method cannot report the point.
Disclosure of Invention
The invention aims to provide a train point reporting method and system based on robust dynamic scene recognition, which can adapt to a refined train scheduling and station track application routine in a station, does not depend on plan information, can accurately calculate point reporting information in real time, and automatically and efficiently transmit the point reporting information to a dispatching desk.
The purpose of the invention is realized by the following technical scheme:
a train point reporting system based on robust dynamic scene recognition comprises:
the report scene calculation module is used for storing the continuously locked routes and the occupied first route in the route group according to the route arrangement condition on the basis of the route arrangement logic, and preliminarily determining a report scene according to the connection relation between the first route and the last route in the route group and the port; the system is also used for adjusting the point reporting scene according to the stopping condition before the train is pressed into the departure route;
the report point and track calculation module is used for dynamically calculating report point and track according to the configured report point attributes of the in-station routes and tracks and the report point scene;
the point reporting time acquisition module is used for calculating point reporting time information according to the point reporting scene and the point reporting station track;
and the report point information reporting module is used for collecting report point stock track and report point time information and transmitting the report point stock track and the report point time information to the dispatching desk.
According to the technical scheme provided by the invention, the report point scene is dynamically identified according to the route arrangement logic, the report point station track is calculated, the report point time is recorded, and the report point information is automatically reported to the dispatching desk after being completely collected. The method has strong robustness, and a point reporting scene and a station track are accurately and dynamically identified in a scene that a segmented routing strategy is adopted in a station; when a station attendant takes the operation of urgently canceling or changing an access, the station attendant can dynamically adjust a point reporting scene and a station track; the invention does not use the plan information as the report point reference, objectively and truly reflects the operation condition of the driving in the station, and the report point information has reliability. The point reporting process does not need manual intervention, and the point is automatically and efficiently reported in time.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on the drawings without creative efforts.
Fig. 1 is a schematic diagram of a train reporting system based on robust dynamic scene recognition according to an embodiment of the present invention;
fig. 2 is a flowchart of a work flow of a train reporting point system based on robust dynamic scene recognition according to an embodiment of the present invention;
FIG. 3 is a diagram illustrating a conversion relationship between report point scenes according to an embodiment of the present invention;
fig. 4 is an example site map provided by an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention are clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present invention without making any creative effort, shall fall within the protection scope of the present invention.
The embodiment of the invention provides a train point reporting system based on robust dynamic scene recognition, as shown in fig. 1, which mainly comprises: the system comprises a report point scene calculation module, a report point stock path calculation module, a report point time acquisition module and a report point information reporting module.
1. And a report scene calculation module.
A report scene calculation module, configured to store continuously locked routes and a first occupied route in an access group routergoup according to an access arrangement condition based on an access arrangement logic (a specific logic is introduced in the background art), and preliminarily determine a report scene according to a connection relationship between a first route and a last route in the access group routergoup and a port; and the method is also used for adjusting the point reporting scene according to the stopping condition before the train is pressed into the departure route.
In the embodiment of the invention, the calculation process of the report scene calculation module can be triggered when the in-station route state changes. In addition, the similarity between the route arrangement scene through the route subsection and the route arrangement to the starting scene is extremely high, so that the train stability is increased as an additional judgment condition: under the scene of reporting points at the arrival point, the train is not stopped stably before being pressed into the departure route, the scene of reporting points is modified into the scene of reporting points through the point, and the station tracks of the point reporting are unchanged; and under the point reporting scene, the train stops stably on the point reporting station track, the point reporting scene is modified into the arrival point, and the point reporting station track is unchanged. The calculation result of the report scene calculation module is an important basis for reporting the point stock path and the report time.
2. And a report point track calculation module.
And the report point and track calculation module is used for dynamically calculating the report point and track according to the configured report point attributes of the in-station routes and tracks and the report point scene. Specifically, the method comprises the following steps:
for the scene of point reporting of the arrival point, selecting the last reportable point track in the route group as the point reporting track;
for a scene of point reporting through points, selecting a first reportable point track in an access group RouteGroup as a point reporting track;
for the departure point and point report scene, selecting a point report track of a first route as a point report track of the departure point;
meanwhile, when the operation of canceling and changing the route occurs in the station, the point reporting station track is automatically adjusted.
In addition, the embodiment of the invention configures the report point attributes of the in-station route and the station track according to the in-station track application convention: configuring the operation station track in the station as a reportable station track, and configuring the station track used for temporary parking avoidance as a non-reportable station track; the stock track report point attribute contained in the receiving route is used as the initial value of the route report point attribute, and the departure route is defaulted to be the available report point. In addition, routes that are not specifically used for reporting points may be configured separately.
3. Report a little time acquisition module.
And the report time acquisition module is used for calculating report time information according to the report scene and the report station track. Specifically, the method comprises the following steps:
for the arrival point reporting scene, recording the time when the train stops stably on the point reporting track, taking the time as the arrival point time information, additionally recording the time when the train enters the point reporting track, if the train does not stop stably when the train leaves, changing the point reporting scene into the passing point reporting scene, and using the standby time record (namely additionally recording the time when the train enters the point reporting track) for calculating the passing point;
for a departure point reporting scene, recording the moment when the train is pressed into the outbound route and deducting the starting attached subtraction time as departure point time information;
and for the passing point reporting scene, recording the time when the train is pressed into the reporting point station track and the time when the train is pressed into the outbound route, and averaging the two times to obtain the middle time as passing point time information.
4. Report the module in the information of the point.
And the report point information reporting module is used for collecting report point stock tracks and report point time information and transmitting the report point stock tracks and the report point time information to the dispatching desk, and updating the actual performance of the train marking.
The system provided by the embodiment of the invention dynamically identifies the point reporting scene, calculates the point reporting station track, records the point reporting time and automatically reports the point reporting information to the dispatching desk after the point reporting information is completely collected by collecting the station field representation information, the train number information and the route state according to the route arrangement logic. The method has strong robustness, and a point reporting scene and a station track are accurately and dynamically identified in a scene that a segmented routing strategy is adopted in a station; when a station attendant takes the operation of urgently canceling or changing an access, the station attendant can dynamically adjust a point reporting scene and a station track; when special track application rules exist in the station, the configuration can be modified to flexibly match the actual report rules. The invention does not use the plan information as the report point reference, objectively and truly reflects the operation condition of the driving in the station, and the report point information has reliability. The point reporting process does not need manual intervention, and the point is automatically and efficiently reported in time.
Referring also to fig. 1, the input data to the system mainly includes the following three categories:
1) the train stopping stability information is provided to a point reporting scene calculation module and a point reporting time acquisition module in the system. The information has three sources, namely train start and stop information sent by a GMSR network, stop and stabilize information from an automatic train control system and speed information from a train speed limiting system. In practical application, the available information acquisition train on site can be selected to be in the time of the train stability stopping. The information is mainly used for acquiring the arrival point time of the train.
2) The train number, the train running and the route arrangement condition are provided to a point reporting scene calculation module and a point reporting time acquisition module in the system. The in-station representation information comes from the computer interlocking equipment, and the train number information comes from the train dispatching command system and the dispatching centralized system, so that the system has fewer restriction factors and better stability and reliability compared with the GPS positioning technology.
3) The attribute of the entry and the stock track report point provides a report point and stock track calculation module in a given system. The data model in the station consists of two train number units, one is a station track, and the other is an approach path which comprises a receiving approach path and a departure approach path. The receiving access road comprises a station track, and the station track is used for avoiding the train to stop or parking operation. By adjusting the point reporting attributes of the route and the station track, the algorithm can adapt to the station track application method and the sectional routing strategy.
For the sake of understanding, the following description will be made in detail with respect to the main flow of the above system.
As shown in fig. 2, the work flow of the system mainly includes the following steps:
step 0: and configuring the point reporting attributes of the in-station routes and the station tracks according to the in-station track application convention. The station operation station track is configured to be a reportable station track, and the station track used for temporary parking avoidance is configured to be a non-reportable station track. The stock track report point attribute contained in the receiving route is used as the initial value of the route report point attribute, and the departure route is defaulted to be the available report point. In addition, routes that are not specifically used for reporting points may be configured separately.
Step 1: and dynamically updating the routing condition. The report point scene calculation module is used for completing the report point scene calculation.
Train press-in route R1According to the route direction, searching for a route which has a connection relation with the route R1 and is in a locked state, and if a route R meeting the requirement is found2Then continue to search and route R2The route which has the connection relation and is in a locking state is found until the last locked route R meeting the requirements is foundlast(ii) a Routes and R to be continuously locked1Stored in the route group RouteGroup in order of route direction.
Step 2: and dynamically calculating a point reporting scene according to the road arrangement condition. The report point scene calculation module completes the report point scene calculation, as shown in fig. 3:
1) if the train has not determined a point report scenario, then calculate according to the following logic:
a. if route R1And RlastAll connected with the port, and set as a point reporting scene;
b. if route R1Connected to ports, route RlastIf the terminal is not connected with the port, setting the terminal to be in a point reporting scene;
c. if route R1If the connection is not connected with the port, setting the connection as a departure point reporting scene;
wherein, the route R1And RlastRepresenting the first and last routes, respectively.
2) If the train point-reporting scene is an arrival point, the following logic is calculated:
if the train has not reported a point, the route R is enteredlastAnd if the terminal is connected with the port, the terminal is set to pass a point reporting scene.
3) If the train point report scene is a passing point, the following logic is calculated:
if the train has not reported a point, the route R is enteredlastAnd if the terminal is not connected with the port, setting the terminal to be in a point report reaching scene.
4) And if the train point reporting scene is an arrival point and a reported point, the train occupies a new route, and the train point reporting scene is set as a departure point.
When the train enters the next station, the point reporting scene is recovered to be in an undetermined state.
The logic of this step is mainly to primarily determine the report scene according to the route arrangement situation, and then dynamically update the report scene according to the route arrangement change situation.
And step 3: and selecting a point reporting station track according to the point reporting scene. The method is completed by a point-reporting track calculation module. And if the situation is the arrival point reporting scene, selecting the last reportable point track in the route group as the point reporting track. If the route is the point reporting scene, selecting the first point reporting track in the route group as the point reporting track. If the scene is the starting point report scene, the report point station track of the route R1 is selected as the report point station track of the starting point.
And 4, step 4: and adjusting the point reporting scene according to the stopping condition of the train before being pressed into the departure route. The report point scene calculation module is used for completing the report point scene calculation. And under the scene of reporting points at the arrival point, the train is not stably stopped before being pressed into the departure route, the scene of reporting points is modified into the scene of reporting points through the point, and the station tracks of the point reporting are unchanged. And under the point reporting scene, the train stops stably on the point reporting station track, the point reporting scene is modified into the arrival point, and the point reporting station track is unchanged.
And 5: and recording the point reporting time according to the point reporting scene and the stock track. The method is completed by a reporting time acquisition module. Reporting an arrival point, recording the time when the train stops stably on a track of the arrival point, taking the arrival point as the arrival point, additionally recording the time when the train enters the track of the arrival point, changing a scene of the arrival point into a passing point if the train does not stop stably when the train leaves the station, and using the standby time record for calculating the passing point. A departure point is reported, the time when the train is pressed into the outbound route is recorded, and the time when starting deduction is deducted to be used as a departure point; and reporting the passing point, recording the time of the train pressing into the station track of the passing point and the time of the train pressing into the outbound route, and averaging the two times to obtain the passing point.
Step 6: and reporting the report point information automatically. The report is completed by a report point information reporting module. The point reporting information comprises the train number, the station code, the station track and the point reporting time, and if the point reporting information is complete, the point reporting information is immediately generated and uploaded to the dispatching desk.
The following is a description of specific examples. As shown in fig. 4, an example site map.
1. And configuring the attribute of the report point of the station track.
As shown in fig. 4, in the station, 1DG and 2DG are non-working tracks and are used for temporarily stopping vehicles to avoid a train with a route collision, and the working tracks are IG1, IG2, 2G1, and 2G 2.
The route name in the station is composed of the route signal machine name and the route end signal machine name.
For example, a train T1 enters a station from an S port, passes through routes S-SL2, SL2-S2F and S2F-S2, and performs work at 2G 2. The subsequent train T3 enters the station from the S port, passes through the routes S-SL1, SL1-S1F and S1F-S1, and works on IG 2. When the train T1 does not leave the access SL2-S2F, the train T3 arrives at the 2DG station track, and because the access SL2-S2 and the access SL1-S1F have conflicting switches, the T3 needs to stop at the station track 2DG but not operate in order to avoid the preorder train number T1. When T1 exits the clearance path SL2-S2, T3 continues to advance and occupies the path SL 1-S1F. In the example process, the track 2DG and the track 1DG are used for temporary parking, do not work and are configured as a non-report point. The tracks IG1, IG2, 2G1, 2G2 may be scheduled for jobs configured as spot tracks.
2. And configuring attributes of station route entry points.
The station type shown in fig. 4 includes segment tracks IG1 and IG2, both of which belong to IG, and IG is also used as the name of the report point track at the report point. Generally, if the train T3 selects to work in IG1, the receiving routes S-SL1 and SL1-S1F are arranged first, and the departure routes S1F-S1 and S1-X can be arranged after the train is stopped stably. The arrival point is the time when the train is stopped stably at IG1, and the departure point is the time when the train is pressed into the station track IG2 minus the starting deduction time. Some stations have special route arrangement methods by using a subsection station track, a train T3 selects to work in IG1, runs to IG2 at a low speed after the work is finished, waits, and is officially out of the station from IG 2. The receiving routes S-SL1, SL1-S1F and S1F-S1 are arranged firstly, and the departure routes S1-X are arranged after the train is stably stopped at IG 2. The arrival point is the time when the train is stopped stably at IG1, and the departure point is the time when the train is pressed into the departure route S1-X minus the starting point when the deduction is added. Therefore, routes S1F-S1 should be configured to not report points, not participate in the selection of points and the calculation of departure points, train T3 reports the points and the points set to IG1, when the train is pushed into departure route S1-X, the departure point is calculated again.
3. T1 corresponds to the start plan, and all the pickup routes are automatically arranged with the station vacant.
When a train T1 approaches an S port, all objects in the station are in an idle state, the train number corresponds to an opening plan, the autonomous machine automatically arranges three-section receiving routes S-SL2, SL2-S2F and S2F-S2, the three-section routes are all in a locked state, and the annunciators S, SL2 and S2F are all opened. When the T1 occupies the first section of the pick-up route S-SL2, the three pick-up routes are sequentially stored in the route group according to the judgment logic of the step 1. The first route R1 is S-SL2, the route is connected to the port S, the last route Rlast is S2F-S2, the route is not connected to the port, the arrival point of the train T1 is determined according to the aforementioned step 2 judgment logic, and the arrival point track is 2G2 according to the aforementioned step 3.
When the train T1 is in a stable stop state of 2G2, the train T1 is taken as an arrival point during the stable stop state, and the arrival point is automatically reported to a dispatching desk. And the time when the train is pressed into the departure route is deducted to start the deduction time as a starting point, and the dispatching desk is automatically reported.
4. And manually canceling the departure route.
Both stock tracks and routes are reported in this scenario. The train T5 corresponds to the IG passing plan, T5 triggers the passing route, and four sections of routes S-SL2, SL2-S1F, S1F-S1 and route S1-X are arranged. And pressing the train into the first train receiving route, and calculating a point reporting scene as a passing point. In the process of train entering, if a sudden scene occurs, the train does not have the condition of exiting, the departure route is cancelled in an artificial and urgent way S1-X, the route state is rechecked by the algorithm, the route Rlast in the route group is not connected with the X port of the station, the report point scene is changed into the arrival point according to the step 2, and the report point station track is calculated into IG2 according to the step 3.
5. The route of the vehicle is changed manually.
Both stock tracks and routes are reported in this scenario. In the process of train entering, if a sudden scene occurs, the train receiving station track needs to be changed, the original train receiving route is cancelled in an emergency manner manually, and a new train receiving route is handled. T1 corresponds to the 2G arrival plan, arrival routes S-SL2, SL2-S2F and S2F-S2 are arranged, the train enters the station, the algorithm judges that a point-reporting scene is an arrival point, and a point-reporting station track is 2G 2. When the train does not enter the access ways SL2-S2F and S2F-S2, the access ways SL2-S2F and S2F-S2 are cancelled manually, and the entry point is automatically modified to be 2 DG. And (3) arranging new receiving routes SL2-S1F and S1F-S1 manually, and automatically modifying the point of arrival into IG 2.
6. T5 corresponds to passing plan, idle station, and automatic arrangement of all routes of train receiving and dispatching.
Both stock tracks and routes are reported in this scenario. The train T5 corresponds to the passing IG plan, and under the normal condition, the T5 triggers the passing route to arrange four sections of routes S-SL2, SL2-S1F, S1F-S1 and S1-X.
7. T5 corresponds to passing the plan, the departure route is not free.
Both stock tracks and routes are reported in this scenario. The train T5 is corresponding to the IG plan, triggers the passing route, and arranges four sections of routes S-SL2, SL2-S1F, S1F-S1 and routes S1-X. However, the departure route S1-X is not free and does not satisfy the trigger condition. Firstly arranging a vehicle receiving route, and judging that a point reporting scene is an arrival point in the step 1-3. When the departure approach is idle, the departure approach is rearranged, and at this time, the train is not yet stopped stably at the IG2, and the point reporting scene is judged to be a passing point according to the step 4.
8. T7 is a route for departure arranged in accordance with the departure plan.
Both stock tracks and routes are reported in this scenario. The train T7 is started by IG2, the departure route S1-X is arranged, when the train is pressed into the departure route, the point of departure scene is judged according to the steps 1-3 to be the point of departure, the time when the train is pressed into the departure route S1-X is deducted to start the attached subtraction time to be the point of departure, and the dispatching desk is automatically reported.
Another embodiment of the present invention further provides a train reporting method based on robust dynamic scene recognition, which is implemented based on the system provided in the foregoing embodiment, and the method mainly includes:
based on the route arrangement logic, storing continuously locked routes and a first occupied route in a route group according to the route arrangement condition, and preliminarily determining a point reporting scene according to the connection relation between the first and last routes and ports in the route group; adjusting a point reporting scene according to the stopping condition of the train before being pressed into the departure route;
dynamically calculating a report point station track according to the configured report point attributes of the in-station routes and the station tracks and according to a report point scene;
calculating point reporting time information according to the point reporting scene and the point reporting station track;
and collecting the information of the report point stock track and the report point time and transmitting the information to the dispatching desk.
Through the above description of the embodiments, it is clear to those skilled in the art that the above embodiments can be implemented by software, and can also be implemented by software plus a necessary general hardware platform. With this understanding, the technical solutions of the embodiments can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a usb disk, a removable hard disk, etc.), and includes several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods according to the embodiments of the present invention.
It will be clear to those skilled in the art that, for convenience and simplicity of description, the foregoing division of the functional modules is merely used as an example, and in practical applications, the above function distribution may be performed by different functional modules according to needs, that is, the internal structure of the system is divided into different functional modules to perform all or part of the above described functions.
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (6)
1. A train point reporting system based on robust dynamic scene recognition is characterized by comprising:
the report scene calculation module is used for storing the continuously locked routes and the occupied first route in the route group according to the route arrangement condition on the basis of the route arrangement logic, and preliminarily determining a report scene according to the connection relation between the first route and the last route in the route group and the port; the system is also used for adjusting the point reporting scene according to the stopping condition before the train is pressed into the departure route;
the report point and track calculation module is used for dynamically calculating report point and track according to the configured report point attributes of the in-station routes and tracks and the report point scene;
the point reporting time acquisition module is used for calculating point reporting time information according to the point reporting scene and the point reporting station track;
the report point information reporting module is used for collecting report point stock track and report point time information and transmitting the report point stock track and the report point time information to the dispatching desk;
wherein the storing the continuously locked route and the occupied first route in the route group sequentially comprises: train press-in route R1According to the route direction, search and route R1If the route R meeting the requirement is found, the route R is in a locked state2Then continue to search and route R2The route which has the connection relation and is in a locking state is found until the last locked route R meeting the requirements is foundlast(ii) a Routes and R to be continuously locked1Storing the data in a route group according to the sequence of the route direction;
the preliminary determination of the report point scene according to the connection relationship between the first and the last routes and the ports in the route group routergoup includes: if route R1And RlastAre all connected with the port and are provided withSetting a passing point reporting scene; if route R1Connected to ports, route RlastIf the terminal is not connected with the port, setting the terminal to be in a point reporting scene; if route R1If the connection is not connected with the port, setting the connection as a departure point reporting scene; wherein, the route R1And RlastRepresenting the first and last routes, respectively.
2. The train reporting system based on robust dynamic scene recognition as claimed in claim 1, wherein the reporting point attributes of the in-station approach and the station track are configured according to an in-station track application convention: configuring the operation station track in the station as a reportable station track, and configuring the station track used for temporary parking avoidance as a non-reportable station track; the stock track report point attribute contained in the receiving route is used as the initial value of the route report point attribute, and the departure route is defaulted to be the available report point.
3. The train point reporting system based on robust dynamic scene recognition as claimed in claim 1, wherein said adjusting the point reporting scene according to the stopping condition before the train is pushed into the departure route comprises:
under the scene of reporting points at the arrival point, the train is not stopped stably before being pressed into the departure route, the scene of reporting points is modified into the scene of reporting points through the point, and the station tracks of the point reporting are unchanged; and under the point reporting scene, the train stops stably on the point reporting station track, the point reporting scene is modified into the arrival point, and the point reporting station track is unchanged.
4. The train hit system based on robust dynamic scene recognition as claimed in claim 1, wherein the dynamically calculating hit tracks comprises:
for the scene of point reporting of the arrival point, selecting the last reportable point track in the route group as the point reporting track;
for a scene of point reporting through points, selecting a first reportable point track in an access group RouteGroup as a point reporting track;
for the departure point and point report scene, selecting a point report track of a first route as a point report track of the departure point;
meanwhile, when the operation of canceling and changing the route occurs in the station, the point reporting station track is automatically adjusted.
5. The train point reporting system based on robust dynamic scene recognition as claimed in claim 1, wherein said calculating point reporting time information according to the point reporting scene and the point reporting station track comprises:
for a point reporting scene of an arrival point, recording the time when a train stops stably on a point reporting track as arrival point time information, additionally recording the time when the train enters the point reporting track, if the train does not stop stably when the train leaves the station, changing the point reporting scene into a point reporting scene, and additionally recording the time when the train enters the point reporting track for calculating a passing point;
for a departure point reporting scene, recording the moment when the train is pressed into the outbound route and deducting the starting attached subtraction time as departure point time information;
and for the passing point reporting scene, recording the time when the train is pressed into the reporting point station track and the time when the train is pressed into the outbound route, and averaging the two times to obtain the middle time as passing point time information.
6. A train point reporting method based on robust dynamic scene recognition is realized based on the system of any one of claims 1 to 5, and the method comprises the following steps:
based on the route arrangement logic, storing continuously locked routes and a first occupied route in a route group according to the route arrangement condition, and preliminarily determining a point reporting scene according to the connection relation between the first and last routes and ports in the route group; adjusting a point reporting scene according to the stopping condition of the train before being pressed into the departure route;
dynamically calculating a report point station track according to the configured report point attributes of the in-station routes and the station tracks and according to a report point scene;
calculating point reporting time information according to the point reporting scene and the point reporting station track;
and collecting the information of the report point stock track and the report point time and transmitting the information to the dispatching desk.
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