Train screening method and device, computing device, computer-readable storage medium

Abstract

The embodiments of this specification provide a train screening method, device, computing device, and computer-readable storage medium. The method includes: obtaining train data sent by a target train, where the train data includes the reference number of wheel pairs of the target train; obtaining the target number of wheel pairs recorded by a starting axle counter in a target section where the target train is located, where the target section includes an axle counting section between two adjacent idle axle counting sections, and the idle axle counting section is an axle counting section not occupied by a train; performing a quantitative relationship analysis based on the reference number of wheel pairs and the target number of wheel pairs to determine the target screening status of the target train in the target section, where the target screening status characterizes the screening status of the front side and the rear side of the target train in the traveling direction. This method can improve the train screening efficiency and correspondingly improve the train operation efficiency.

Description

Technical Field

[0001] The embodiments of the present specification relate to the technical field of rail transit, and particularly to a train screening method and device, a computing device, a computer-readable storage medium, and a computer program product. Background Art

[0002] With the development of rail transit technology, the requirements for the operating efficiency of trains are also getting higher and higher.

[0003] In a rail transit system, a train communicates with a line controller (LC) to report its current location. The LC calculates movement authority (MA) information for the train based on the received train location and the track occupancy information provided by trackside equipment, and indicates the passable range in front of the train through the MA information. Then the train can run at a relatively fast speed within the passable range. However, there may be some non-communicating trains on the track, and these non-communicating trains will affect the calculation of MA information for communicating trains. The LC performs train screening in front of and behind the communicating train to determine whether there are non-communicating trains in front of and behind it. The LC maintains a screening status for each communicating train to represent the train screening result in front of and behind it, and then determines the MA information based on this screening status considering non-communicating trains.

[0004] However, the current efficiency of train screening is low, resulting in the inability to timely grant movement authority to trains, which will affect the operating efficiency of trains. Summary of the Invention

[0005] The embodiments of the present specification provide a train screening method, which can improve the efficiency of train screening and correspondingly improve the operating efficiency of trains on the track. One or more embodiments of the present specification also relate to a train screening device, a computing device, a computer-readable storage medium, and a computer program product.

[0006] According to one aspect of the embodiments of the present specification, a train screening method is provided, and the method includes:

[0007] Obtain train data sent by a target train, where the train data includes the reference number of wheel pairs of the target train;

[0008] Obtain the target number of wheel pairs recorded by a start axle counter in a target section where the target train is located, where the target section includes an axle counting section between two adjacent idle axle counting sections, and the idle axle counting section is an axle counting section not occupied by a train;

[0009] Perform a quantitative relationship analysis based on the reference wheel pair count and the target wheel pair count to determine the target screening status of the target train in the target section, where the target screening status characterizes the screening status of the front side and the rear side of the target train in the driving direction.

[0010] According to another aspect of the embodiments of the present specification, a train screening device is provided, including:

[0011] A first acquisition module, configured to acquire train data sent by a target train, where the train data includes the reference wheel pair count of the target train;

[0012] A second acquisition module, configured to acquire the target wheel pair count recorded by a starting axle counter in the target section where the target train is located, where the target section includes an axle counting section between two adjacent idle axle counting sections, and the idle axle counting section is an axle counting section not occupied by a train;

[0013] A first determination module, configured to perform a quantitative relationship analysis based on the reference wheel pair count and the target wheel pair count to determine the target screening status of the target train in the target section, where the target screening status characterizes the screening status of the front side and the rear side of the target train in the driving direction.

[0014] According to yet another aspect of the embodiments of the present specification, a computing device is provided, including: a memory and a processor;

[0015] The memory is used to store computer programs / instructions, and the processor is used to execute the computer programs / instructions. When the computer programs / instructions are executed by the processor, the steps of the above method are implemented.

[0016] According to still another aspect of the embodiments of the present specification, a computer-readable storage medium is provided, which stores computer programs / instructions. When the computer programs / instructions are executed by a processor, the steps of the above method are implemented.

[0017] According to yet another aspect of the embodiments of the present specification, a computer program product is provided, including computer programs / instructions. When the computer programs / instructions in the computer program product are executed by a processor, the steps of the above method are implemented.

[0018] In one embodiment of this specification, by directly analyzing the reference number of axle pairs of the target train and the number of target axle pairs recorded by the axle counter at the starting point of the target section, train screening can be achieved, and it can be determined whether there is a non - communicating train in the axle counting section where the train is located. In this way, fewer factors are considered for train screening, and the method for determining the target screening status is relatively simple. Train screening can be achieved simply and conveniently, and train screening can be performed regardless of the location of the target train, without waiting for the target train to travel to a specific range. Moreover, for the target train, the pre - screening status and the post - screening status can be directly obtained through a single quantitative relationship analysis, without the need for separate pre - screening and post - screening. Therefore, the process of train screening is relatively simple, the train screening efficiency is relatively high, and accordingly, the movement authorization for the target train can be carried out in a timely manner based on the obtained screening status, so that the operating efficiency of the target train is relatively high. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 is a schematic structural diagram of a rail transit system provided by an embodiment of this specification;

[0020] Figure 2 is a schematic diagram of the running situation of a train provided by an embodiment of this specification;

[0021] Figure 3 is a schematic diagram of another running situation of a train provided by an embodiment of this specification;

[0022] Figure 4 is a schematic diagram of yet another running situation of a train provided by an embodiment of this specification;

[0023] Figure 5 is a schematic diagram of still another running situation of a train provided by an embodiment of this specification;

[0024] Figure 6 is a schematic diagram of the running situation of a train provided by another embodiment of this specification;

[0025] Figure 7 is a schematic diagram of another running situation of a train provided by another embodiment of this specification;

[0026] Figure 8 is a flowchart of a train screening method provided by an embodiment of this specification;

[0027] Figure 9 is a schematic diagram of yet another running situation of a train provided by another embodiment of this specification;

[0028] Figure 10 is a schematic structural diagram of a train screening device provided by an embodiment of this specification;

[0029] Figure 11It is a structural block diagram of a computing device provided by an embodiment of this specification. Detailed implementation manners

[0030] In the following description, many specific details are set forth to facilitate a thorough understanding of this specification. However, this specification can be implemented in many other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the connotation of this specification. Therefore, this specification is not limited by the specific implementations disclosed below.

[0031] The terms used in one or more embodiments of this specification are for the purpose of describing specific embodiments only and are not intended to limit one or more embodiments of this specification. The singular forms "a", "the", and "said" used in one or more embodiments of this specification and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term "and / or" used in one or more embodiments of this specification refers to and includes any or all possible combinations of one or more of the associated listed items. The term "at least one" in one or more embodiments of this specification refers to "one or more", and "a plurality" refers to "two or more". The term "comprising" is an open-ended description and should be understood as "comprising but not limited to", and other content may also be included based on the described content.

[0032] It should be understood that although the terms "first", "second", etc. may be used in one or more embodiments of this specification to describe various information, such information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of one or more embodiments of this specification, "first" can also be referred to as "second", and similarly, "second" can also be referred to as "first". Depending on the context, the word "if" as used herein can be interpreted as "when", "while", or "in response to a determination".

[0033] In a rail transit environment, multiple devices usually need to cooperate with each other to control the operation of a train. Figure 1 It is a schematic structural diagram of a rail transit system provided by an embodiment of this specification. As Figure 1 shown, this rail transit system includes an on-vehicle controller 101, an axle counter system 102, a computer interlocking system 103, and a line controller 104.

[0034] Among them, the on-vehicle controller 101 is installed in a train running on a track and is responsible for completing the functions of on-vehicle Automatic Train Protection (ATP) or Automatic Train Operation (ATO). The train uses the on-vehicle controller 101 to communicate with the line controller 104. In the embodiments of this specification, a train that has established a communication connection with the line controller 104 is called a communication train. For example, the on-vehicle controller 101 can send train position information to the line controller 104.

[0035] Exemplarily, under ATP protection, the train can be subjected to traction, braking, and door control. Safety supervision is carried out on overspeed, passing the target point, and door status to ensure that the train runs within the permitted envelope; when it is impossible to continue running safely, emergency braking is automatically implemented. ATP is an on-vehicle subsystem that directly ensures the safety of the train and realizes all-round protection of train safety. The ATP device can be installed at the head and tail of each train, realizes autonomous positioning through speed sensors, speed measurement radars, and odometers, and corrects the position and speed information of the train with a transponder, obtains the Movement Authority (MA) information of the train through wireless communication (or variable data transponder), calculates and generates the control speed curve of the train, and protects the position and speed of the train to ensure traffic safety. The movement authority information is used to provide permission for a train running in a specific direction to enter or pass through a certain track section ahead.

[0036] The axle counter system 102 is a safety device used to detect whether a track section is occupied by a train and can include axle counters corresponding to multiple axle counting sections. An axle counter is a technical device used to calculate the number of axles of a vehicle entering and leaving a section and analyze whether the section is occupied. The axle counter can count the axles of a train passing through it. Two wheels can be installed at both ends of each axle, and the combination of the wheel and the axle is called a "wheel set". The number of axles counted by the axle counter is also the number of wheel sets passing through the axle counter. Hereinafter, the description will be made by taking the number of wheel sets counted by the axle counter as an example.

[0037] Axle counters are installed at intervals on the track. The track can be divided into multiple axle counting sections by multiple axle counters. Each axle counting section refers to a section of the track monitored by an axle counter. Each axle counting section is usually defined by two axle counters, one axle counter is located at the starting end (i.e., the entrance) of the axle counting section, and the other axle counter is located at the ending end (i.e., the exit) of the axle counting section. In the embodiments of this specification, among an axle counting section, the axle counter that the train passes through first is called the starting axle counter of the axle counting section, and the axle counter that the train passes through later is called the ending axle counter of the axle counting section. The lengths of different axle counting sections can be different.

[0038] Figure 2It is a schematic diagram of the operation status of a train provided by an embodiment of this specification. Figure 2 Only one axle counting section S1 is completely schematically shown, and two axle counters Q are respectively arranged at both ends of the axle counting section S1. A train running from left to right is running in the axle counting section S1. The axle counter Q on the left side in the axle counting section S1 can be the starting axle counter, and the axle counter Q on the right side in the axle counting section S1 can be the ending axle counter. The left and right ends of the axle counting section S1 are other axle counting sections. Figure 2 Taking the example that these other axle counting sections also include two independent axle counters. In some embodiments, adjacent axle counting sections can share an axle counter. For example, the axle counter between adjacent axle counting sections can be used as the starting axle counter of one axle counting section and at the same time as the ending axle counter of another axle counting section.

[0039] The axle counting system 102 can determine the occupancy information of each axle counting section based on the number of wheel pairs recorded by the axle counters in each axle counting section, that is, whether the axle counting section is occupied by a train or other objects, and transmit the occupancy information to the computer interlocking system 103. For example, the occupancy information of the axle counting section can include the occupied state and the idle state, and the idle state means that the axle counting section is not occupied by a train or other objects. Exemplarily, when a train enters an axle counting section, the axle counting system 102 will record the number of times the wheels pass through the sensor (such as the starting axle counter). When the train completely leaves the axle counting section, the system will record the number of times the wheels pass through the sensor (such as the ending axle counter) again. If the number of times recorded twice is the same, the axle counting system 102 determines that the axle counting section is idle. If the number of times recorded twice is different, it is considered that the axle counting section is occupied. When the number of wheel pairs recorded by the starting axle counter and the ending axle counter in an axle counting section is equal, the number of wheel pairs recorded by these two axle counters can be cleared to re-record the number of wheel pairs.

[0040] The computer interlocking system 103 is mainly responsible for performing logical operations on the operation commands of the station operators and the information of the on-site indication by using a computer, so as to achieve centralized control of devices such as signal lights and turnouts, making them achieve a mutually restrictive effect and ensuring the safety of train operation. The computer interlocking system 103 can be a kind of station interlocking device, that is, a microcomputer centralized interlocking. In addition to receiving the occupancy information of the axle counting section sent by the axle counting system 102, the computer interlocking system 103 can also receive the status information of other trackside devices.

[0041] The rail transit system can include multiple line controllers 104. Figure 1Only one of the line controllers 104 is schematically shown. Each line controller 104 may correspond to a jurisdiction area for controlling the trains operating in that jurisdiction area. The jurisdiction areas of different line controllers 104 may be different or may partially overlap. The line controller 104 is mainly responsible for calculating the movement authorization information for the communicating trains within its control area based on the position information reported by the communicating trains (i.e., the trains that have established a communication connection with the line controller) and the track occupancy / vacancy information provided by the computer interlocking system 103, to ensure the safe operation of the communicating trains within its control area.

[0042] The trains in the embodiments of this specification can be controlled using a Communication Based Train Control (CBTC) system. CBTC uses a communication medium to achieve two-way communication between the train and the ground equipment, replacing the track circuit to achieve train operation control. CBTC can achieve two-way communication between the train and the ground, with a large amount of information transmitted and a fast transmission speed, reducing cable laying and maintenance work, and is widely applied to newly built subway train systems. Trains operating at the CBTC level can be called CT trains.

[0043] The trains in the embodiments of this specification can also be of the ILC level, ITC level, or CTC level. The ILC level refers to trains driven by the driver according to signal lights. The ITC level refers to that ATP obtains authorization by receiving balise messages to control train operation. The CTC level refers to that the ATP application software obtains the movement authorization of the LC through wireless communication to control train operation.

[0044] The train can have CTC-CM mode, CTC-AM mode, and FAM mode. The CTC-CM mode refers to the train automatic protection mode, which is a manually driven mode under the supervision of ATP. In this mode, ATP gives speed codes for the recommended speed, alarm speed, and emergency braking speed, and the driver only needs to drive the train according to the given speed codes. However, in this mode, ATP is only responsible for ensuring train operation safety, and the rest of the operations such as door opening / closing operations, traction and braking are all manually operated by the driver. The CTC-AM mode refers to the train automatic driving mode. In this mode, when ATP ensures the safe operation of the train and ATP collects the driver's confirmation to allow ATO to start, ATO is started for automatic driving and all functions of automatic protection are realized. The FAM mode refers to the train fully automatic driving mode. In this mode, when ATP ensures the safe operation of the train, ATO is automatically driven and all functions of automatic protection are realized.

[0045] Balises may be installed on the ground of the track. A balise is a point device installed on the ground for transmitting information to the train, which can be divided into fixed (passive) balises and variable (active) balises, and is used to provide reliable ground fixed information and variable information to on-vehicle equipment. The balises mentioned in the embodiments of this specification may be fixed balises, which can transmit the stored location information to the train. The train can cross two balises for positioning to clarify its position and running direction on the line. The running direction is determined by the order of crossing the balises.

[0046] In the embodiments of this specification, please continue to refer to Figure 1 , the train can use its on-vehicle controller 101 to send its position information to the line controller 104 in the current area and apply for the Movement Authority (MA) information from the line controller 104. The axle counter system 102 can continuously or periodically send the occupancy information of each axle counting section to the computer interlocking system 103, and the computer interlocking system 103 can continuously or periodically send relevant information to the line controller 104 based on the received information. It is equivalent to the axle counter system 102 sending streaming data to the computer interlocking system 103, and the computer interlocking system 103 also sending streaming data to the line controller 104. The line controller 104 can calculate the movement authority information of the train based on the information received from the computer interlocking system 103, judge whether to issue the movement authority information to the train, and specifically issue the movement authority information corresponding to the allowable running range of how long. After successfully applying for the MA, the train can upgrade from the lower-level Interlocking (ILC) level to the higher-level Centralized Traffic Control (CTC) level to realize high-level functions such as automatic driving and improve the operation efficiency.

[0047] The line controller 104 will maintain the information of all communicating trains within its jurisdiction area and the trackside status reported by the computer interlocking system 103, and calculate the movement authority information for the trains within the jurisdiction area. When the line controller 104 calculates the movement authority information for a certain train, other trains and trackside equipment will be treated as obstacles. If a certain axle counting section is in an occupied state and there is a train's position report in this axle counting section, the line controller 104 cannot guarantee whether there are other non-communicating hidden vehicles between the head and tail of this train and the endpoints of the axle counting section. Therefore, the line controller 104 will perform train screening for each train and maintain a screening status for each train, and use this screening status to indicate whether there are other non-communicating hidden vehicles in front of and behind the train. When the screening status is the passed screening status, it means that there are no non-communicating hidden vehicles in front of and behind the train. When the screening status is the failed screening status, it means that there may be non-communicating hidden vehicles in front of and behind the train.

[0048] It should be noted that the line controller only performs train screening and maintains the screening status for the communication vehicle with which it has established a communication connection. If a train has not been located and has not established a communication connection with the line controller in this area, the line controller cannot perform train screening for this train. Train screening essentially involves checking for non-communication vehicles in the axle counter section where the communication vehicle is located.

[0049] The line controller 104 can perform forward screening (hereinafter referred to as "front screening") and backward screening (hereinafter referred to as "back screening") for the train. Correspondingly, the screening status can include the front screening status and the back screening status. The front screening status is the screening status on the front side of the train in the driving direction, and the back screening status is the screening status on the back side of the train in the driving direction. The result obtained from the forward screening is the front screening status, and the result obtained from the backward screening is the back screening status. Forward screening is to determine whether there may be other non-communication hidden vehicles between the train's head and the corresponding axle counter end point. Passing the front screening indicates that there are no other non-communication hidden vehicles between the train's head and the axle counter end point. Backward screening is to determine whether there may be other non-communication hidden vehicles between the train's tail and the corresponding axle counter end point. Passing the back screening indicates that there are no other non-communication hidden vehicles between the train's tail and the axle counter end point.

[0050] The front and back screening status of the train will directly affect the calculation of the movement authorization information of the line controller 104 for other vehicles. For example, the front screening status of the train will directly affect the movement authorization of this train. When the front screening of the train fails, this train may not be able to obtain the movement authorization. When the back screening of the preceding train passes, the passable range corresponding to the movement authorization information of the following train can be directly determined by retreating a certain safety protection distance based on the tail of the preceding train. If the back screening of the preceding train fails, the passable range corresponding to the movement authorization information of the following train needs to be separated from the axle counter section where the preceding train is located by an additional idle axle counter section. When the corresponding movement authorization information cannot be determined based on the actual situation, the movement authorization cannot be provided for the train. Generally, forward screening and backward screening need to be performed separately for the train.

[0051] Please continue to refer to Figure 2 , if the train on the left is a communication vehicle and the train on the right is a non-communication vehicle. The train on the left can report its position to the line controller 104, and the line controller 104 calculates the movement authorization information for this train. However, there are other non-communication vehicles between the head of this train and the end of the axle counter section S1, so the front screening of this train fails and the movement authorization cannot be provided for it. This train cannot be upgraded to the CTC level and can only run at a lower speed.

[0052] Figure 3 is a schematic diagram of another train operation situation provided by the embodiments of this specification. As Figure 3As shown in the figure, assume that both trains in the figure are communication trains, and the train on the right is the communication train that fails the post-screening. When the line controller 104 calculates the movement authorization information for the train on the left, it will track the train on the right, determine that its post-screening fails, and needs to set the passable range of the train on the left to be separated from the train on the right by an idle axle counter section. Therefore, the farthest position in the passable range of the train on the left is Figure 3 at position W1 in

[0053] Figure 4 is a schematic diagram of another train operation situation provided by an embodiment of this specification. As Figure 4 shown, in the traditional train screening scheme, during the pre-screening, according to the position information reported by the train, it is necessary to ensure that the distance between the front of the train and the front end of the axle counter section where the train is located (such as Figure 4 distance D in

[0054] is less than the vehicle length threshold (such as L); and according to the occupancy information of each axle counter section given by the computer interlocking system 103, it is determined that the adjacent axle counter section in front of the train is idle, so as to confirm that the train passes the pre-screening. This vehicle length threshold can be the shortest vehicle length that may appear on the track, and this vehicle length threshold can be configured according to the actual situation. If this distance D is less than the vehicle length threshold, it can be confirmed that there cannot be hidden vehicles within the range of this distance D, and the idle front axle counter section can ensure that there are no hidden vehicles in the front axle counter section either. When the train passes the pre-screening, it is determined that the train can meet the upgrade condition, otherwise it does not meet. The post-screening is similar. The rear end of the train, the rear end of the axle counter section where the train is located, requires the vehicle length threshold, and the adjacent axle counter section behind is idle, so that the train can pass the post-screening.

[0055] For example, Figure 5 is a schematic diagram of another train operation situation provided by an embodiment of this specification. As Figure 5 shown, after the communication of the communication train on the right is interrupted and then reconnected, the distance between the rear of the train and the rear end of the axle counter section does not meet the vehicle length threshold, and the post-screening cannot be completed immediately, affecting the tracking of the following train (that is, the train on the left), resulting in the following train not being able to obtain the movement authorization in time either. Figure 6 is a schematic diagram of a train operation situation provided by another embodiment of this specification. As Figure 6As shown in the figure, the communication vehicle is located in the middle position of the axle counting section. The length of this axle counting section is very long. After the communication vehicle is positioned, the distance from the front end of the vehicle head to the front end of the axle counting section is very long. At this time, the pre-screening cannot be completed, and the moving authorization cannot be obtained immediately for upgrading. It can only travel at a speed lower than 25 km / h at the ILC level until the pre-screening is completed. Therefore, the process of obtaining the moving authorization by completing the pre-screening in this way is very time-consuming and affects the train operation efficiency. Figure 7 It is a schematic diagram of another train operation situation provided by another embodiment of this specification. As Figure 7 shown, the communication between the trailing train (i.e., the train on the left) and the line controller 104 is interrupted, resulting in the failure of the pre-screening of the leading train (i.e., the train on the right). When reconnecting, the pre-screening of the trailing train does not meet the conditions, and the failure of the pre-screening of the leading train also cannot track the rear end of the leading train, resulting in the inability to obtain the moving authorization, which greatly affects the train operation efficiency.

[0056] Therefore, there are some drawbacks in using the traditional train screening method. For example, for each train, it is necessary to separately determine the pre-screening state and the post-screening state, and in the process of determining the pre-screening and post-screening states, it is necessary to obtain the vehicle length, the distance between the train and the axle counting section, and also combine the state of the adjacent axle counting section of the train to achieve train screening. The process of determining the pre-screening and post-screening states is relatively cumbersome, and the determination method of the pre-screening and post-screening states is also relatively complex, which will greatly affect the train operation efficiency.

[0057] The embodiments of this specification provide a train screening method, which can determine the screening state of the train in a relatively simple way, improve the train screening efficiency, and correspondingly improve the train operation efficiency. The embodiments of this specification also relate to a train screening device, a computing device, a computer-readable storage medium, and a computer program product, which will be described in detail one by one in the following embodiments. The train screening method provided by the embodiments of this specification can be applied to the train screening device, and this train screening device can be the aforementioned line controller 104. This train screening device can be a terminal device such as a desktop computer, a notebook computer or a smart phone, or it can also be a server or a server cluster.

[0058] Figure 8 It is a flowchart of a train screening method provided by the embodiments of this specification. This method can be applied to Figure 1 the line controller 104 shown in Figure 8 the figure. As

[0059] Step 802: Obtain the train data sent by the target train, where the train data includes the reference wheel pairs of the target train.

[0060] In the embodiments of this specification, the target train can be any train running on the track and communicatively connected to the line controller, and the target train can run in the jurisdiction area of the line controller. The reference number of axle pairs of the target train refers to the number of axle pairs that the target train itself has. The line controller can be communicatively connected to multiple target trains, and the line controller can perform the same train screening process for each target train. The subsequent descriptions of the steps performed on the target train can specifically be executed by the on-vehicle controller in the target train.

[0061] This reference number of axle pairs can be stored in the configuration data of the target train. This reference number of axle pairs can be determined by the number of carriages of the train and the number of axle pairs installed in each carriage. For example, if 2 axle pairs are installed in each carriage, and the target train is a 4-carriage train, then the reference number of axle pairs of the target train is 8; if the target train is a 6-carriage train, then the reference number of axle pairs of the target train is 12. When the target train communicates with the line controller, the target train can directly send the reference number of axle pairs to the line controller based on this configuration data. Accordingly, the line controller can obtain the axle pair information of the target train, so that the line controller can accurately perform pre-screening and post-screening for trains with different formations dynamically.

[0062] In some embodiments, the train data sent by the target train to the line controller further includes the position information of the target train on the track, and this position information can include the information of all occupied positions of the target train on the track. For example, the target train can determine the position of its locomotive head through a balise, and then combine the length information of the target train to determine the position of the tail of the target train, so as to obtain all occupied positions of the target train on the track. In some embodiments, the train data further includes the running direction of the target train, and this running direction can be determined based on the order of the target train passing through two balises.

[0063] Step 804: Obtain the target number of axle pairs recorded by the starting axle counter in the target section where the target train is located, where the target section includes the axle counting section between two adjacent idle axle counting sections, and the idle axle counting section is an axle counting section not occupied by a train.

[0064] In the embodiments of this specification, a wheel pair digital field can be added to the information transmitted by the axle counting system to the computer interlocking system, and a wheel pair digital field can also be added to the information transmitted by the computer interlocking system to the line controller. This wheel pair digital field includes the number of axle counters, the ID of the axle counter, and the number of axle pairs recorded by each axle counter. Optionally, if the number of axle pairs recorded by a certain axle counter is 0, the axle counting system does not need to report the number of axle pairs of this axle counter upwards, so as to reduce the message length and avoid affecting communication. For example, please continue to refer to Figure 6, assuming that the train running in the axle counting section S2 is a 4 - car train, the number of wheel pairs recorded by the starting axle counter in the axle counting section S2 is 8. Since the train has not passed the ending axle counter, the number of wheel pairs recorded by the ending axle counter is 0. The starting axle counter can report its ID and the recorded number of wheel pairs to the computer interlocking system, and then the computer interlocking system reports it to the line controller. The ending axle counter may not report the number of wheel pairs.

[0065] Generally, the entire track is divided into several interlocking areas, and the number of axle counters in each interlocking area does not exceed one hundred. Moreover, only when a train passes near an axle counter, the number of wheel pairs recorded by the axle counter is non - zero. Usually, not many trains are running in an interlocking area at the same time. Therefore, the data volume of the wheel pair field uploaded by the axle counters in an interlocking area to the axle counting system is small, and the data volume of the wheel pair field reported by the axle counting system to the computer interlocking system is not very large, which has a small impact on the communication efficiency.

[0066] In the embodiments of this specification, obtaining the target number of wheel pairs recorded by the starting axle counter in the target section where the target train is located in step 804 includes: periodically obtaining the target number of wheel pairs recorded by the starting axle counter in the target section where the target train is located. The line controller can periodically obtain the number of wheel pairs recorded by each axle counter in its jurisdiction area through the axle counting system and the computer interlocking system, so as to obtain the target number of wheel pairs recorded by the starting axle counter in the target section where the target train is located. Correspondingly, the line controller can periodically screen trains based on the newly obtained number of wheel pairs. Optionally, the period for the line controller to obtain the number of wheel pairs and the period for train screening can be the same. After the line controller obtains a new number of wheel pairs each time, it determines a new train screening result based on this new number of wheel pairs.

[0067] In some embodiments, the line controller also periodically obtains the occupancy information of each axle counting section in its jurisdiction area. Among them, the occupancy information of each axle counting section indicates whether the axle counting section is in an occupied state or an idle state. This occupancy information is determined by the axle counting system based on the number of wheel pairs recorded by each axle counter and sent to the line controller through the computer interlocking system. Regarding this occupancy information, please refer to the relevant introduction above and will not be elaborated here. In some embodiments, the occupancy information of each axle counting section is determined by the line controller based on the number of wheel pairs of each axle counter by itself.

[0068] For a target train, the line controller can determine the number of wheel pairs of the axle counter required for train screening of the target train from the number of wheel pairs recorded by each axle counter, and then perform train screening based on this number of wheel pairs. For example, the line controller needs to perform train screening based on the number of wheel pairs recorded by the starting axle counter of the target section where the target train is located on the track. In the embodiments of this specification, the number of wheel pairs recorded by this starting axle counter is referred to as the target number of wheel pairs. The target number of wheel pairs is equal to the number of wheel pairs recorded by the ending axle counter of the idle axle counter section behind the target section. In some embodiments, the line controller can also obtain the number of wheel pairs recorded by the ending axle counter of this rear idle axle counter section and perform train screening based on this number of wheel pairs.

[0069] In the embodiments of this specification, the train data uploaded by the target train also includes the position information of the target train on the track. The line controller can first determine the target section where the target train is located based on this position information. The target section includes one axle counter section or multiple adjacent axle counter sections. The target section includes the axle counter section between two adjacent idle axle counter sections, and the idle axle counter section is an axle counter section not occupied by a train. Correspondingly, the train screening method provided in the embodiments of this specification further includes: obtaining the occupancy information of each axle counter section on the track; based on the position information of the target train and the occupancy information of each axle counter section, determining the axle counter section where the target train is located and the idle axle counter sections at both ends thereof, to obtain the target section where the target train is located.

[0070] Exemplarily, the line controller can determine at least one axle counter section where the target train is located based on the position information of the target train, and determine whether the axle counter sections on both sides of this at least one axle counter section are idle based on the occupancy information of each axle counter section. When the axle counter sections on both sides of this at least one axle counter section are idle, determine this at least one axle counter section as the target section. When the axle counter sections on both sides of this at least one axle counter section are not idle, continue to search for the idle axle counter sections on both sides, and then after finding the idle axle counter sections on both sides, make the axle counter section between these two idle axle counter sections form the target section. Exemplarily, if there are multiple target trains close to each other at the same time, the axle counter section where these multiple target trains are located together can be determined as the target section.

[0071] After determining the target section, the starting axle counter of the target section can be determined, and then the target number of wheel pairs recorded by this starting axle counter can be determined. Axle counters are provided at both ends of the target section, and these two axle counters can be the starting axle counter and the ending axle counter for the target train respectively. The starting axle counter and the ending axle counter of the target section are determined by the running direction of the target train. The axle counter that the target train passes through first is the starting axle counter, and the axle counter that the target train passes through later is the ending axle counter. In some embodiments, the line controller can also combine the number of wheel pairs recorded by the ending axle counter of the target section to perform train screening.

[0072] In the embodiments of this specification, the number of wheel pairs recorded by the axle counter at the end of the target section is equal to the number of wheel pairs recorded by the axle counter at the start of the adjacent axle-counting section. Since the adjacent axle-counting section is idle, the number of wheel pairs recorded by the axle counter at the start of this axle-counting section is zero; correspondingly, the number of wheel pairs recorded by the axle counter at the end of the target section is also zero.

[0073] Step 806: Perform a quantitative relationship analysis based on the reference number of wheel pairs and the target number of wheel pairs to determine the target screening status of the target train in the target section, where the target screening status characterizes the screening status in the front side and the screening status in the rear side of the target train in the driving direction.

[0074] This target screening status is also the screening status for the target train, and the target screening status is a screening passed status or a screening not passed status. Regarding this target screening status, reference can be made to the relevant records about the screening status mentioned above. The quantitative relationship between the corresponding reference number of wheel pairs and the target number of wheel pairs may be different for the target train in different target screening statuses. In the embodiments of this specification, the line controller can perform a quantitative relationship analysis on the reference number of wheel pairs and the target number of wheel pairs to determine the target screening status of the target train in the target section.

[0075] In some embodiments, there may be more than one target train in the target section. For example, the train screening device can first determine the number of target trains in the target section. When the number of target trains in the target section is 1, the train screening device can directly compare the reference number of wheel pairs of this target train with the target number of wheel pairs of the target section. When the two numbers of wheel pairs are equal, it is determined that the target screening status of the target train in the target section is the screening passed status; otherwise, it is determined that the target screening status of the target train in the target section is the screening not passed status.

[0076] When the number of target trains is greater than or equal to 2, the train screening device can compare the sum of the reference numbers of wheel pairs of each target train in the target section with the target number of wheel pairs. When the sum of the reference numbers of wheel pairs is equal to the target number of wheel pairs, it is determined that the target screening status of the target train in the target section is the screening passed status; when the sum of the reference numbers of wheel pairs is not equal to the target number of wheel pairs, it is determined that the target screening status of the target train in the target section is the screening not passed status. When there are multiple target trains in the target section, the screening statuses of these multiple target trains are the same, and are all the target screening statuses determined by this method.

[0077] If the actual total number of wheel pairs of multiple communication vehicles (such as target trains) in a section (i.e., the sum of the reference wheel pairs) matches the number of wheel pairs recorded by the axle counter in this section, it can indicate that the trains operating in this section are only these communication vehicles and do not include non-communication hidden vehicles. Therefore, it can be determined that the train screening for these communication vehicles in this section passes. If the number of wheel pairs does not match, it indicates that there may be non-communication hidden vehicles in this section, and then it is determined that the train screening for these communication vehicles in this section fails. After the train screening for the communication vehicle passes, the mobile authorization information can be calculated for this communication vehicle, such as setting a certain safety distance from the rear position of the previous train as the passable range of the current train.

[0078] In the embodiments of this specification, by obtaining the reference wheel pairs of each train and the target wheel pairs recorded by the starting axle counter of the target section and performing a simple comparison, the target screening status of the target train can be obtained. In this train screening method, the data required to be obtained is relatively simple, the data volume is small, and the calculation process is also relatively simple. It realizes quickly determining the train screening status in a simpler way, which can improve the train screening efficiency. Moreover, in the case where there are multiple target trains in the target section, the screening of these multiple trains can be directly achieved through a single quantitative relationship analysis for the target trains, which can simplify the overall screening process of each train in the system and improve the overall train screening efficiency.

[0079] The target screening status determined in the embodiments of this specification in this way can simultaneously represent the pre-screening status and the post-screening status of the target train. If the target screening status is a passed screening status, it is determined that both the pre-screening status and the post-screening status of the target train in the target section are passed screening statuses; if the target screening status is a failed screening status, it is determined that both the pre-screening status and the post-screening status of the target train in the target section are failed screening statuses. In the embodiments of this specification, through this method, the pre-screening and post-screening for the target train can be directly completed. The pre-screening status and the post-screening status can be directly obtained through a single quantitative relationship analysis for the target train, without the need to perform pre-side screening and post-side screening separately, which can simplify the train screening process, improve the train screening efficiency, and correspondingly can perform mobile authorization for the train faster.

[0080] The train screening device can also use other methods different from the above quantitative relationship analysis to perform quantitative relationship analysis based on the reference wheel pairs and the target wheel pairs. For example, the train screening device can calculate the difference between the target wheel pairs and the reference wheel pairs, and based on this difference, check whether there is a communication vehicle in the target section whose number of wheel pairs is equal to this difference. If such a communication vehicle is found, it is determined that the target screening status of the target train in the target section is a passed screening status; otherwise, it is determined that the target screening status of the target train in the target section is a failed screening status.

[0081] In the embodiments of this specification, there may be various relationships between a target train and the axle counter section where it is located. The line controller can determine the relationship between the target train and the axle counter section based on the position information of the target train and perform the corresponding train screening process.

[0082] In the first case, please continue to refer to Figure 6 , the target train to be screened is completely within an axle counter section S2. The line controller can query the positions of other communication vehicles to determine whether the other communication vehicles are also located in the axle counter section S2. If there is only one target train in the axle counter section S2 and the front and rear axle counter sections of the axle counter section S2 are both idle, the line controller determines that the target section where the target train is located is the axle counter section S2, and then compares the number of wheel pairs recorded by the starting axle counter of the axle counter section S2 (the left axle counter in the figure) with the number of wheel pairs of the target train (i.e., the reference number of wheel pairs). If the number of wheel pairs is the same, it is determined that the front and rear screens of the target train in its target section both pass; otherwise, it is determined that the front and rear screens of the target train in its target section both fail.

[0083] In the second case, please continue to refer to Figure 2 , there is another target train in the axle counter section S1 where the target train to be screened is located, and neither of the two target trains has crossed the end of the axle counter section S1. Assuming that the front and rear axle counter sections of the axle counter section S1 are both idle, the line controller determines that the target section where the target train is located is the axle counter section S1, and then calculates the total number of wheel pairs of the two target trains (i.e., the sum of the reference number of wheel pairs) and determines whether the total number of wheel pairs is the same as the number of wheel pairs recorded by the starting axle counter of the axle counter section S1. If the number of wheel pairs is the same, it is determined that the front and rear screens of the target train in its target section both pass; otherwise, it is determined that the front and rear screens of the target train in its target section both fail.

[0084] In the third case, Figure 9 is a schematic diagram of yet another train operation situation provided by another embodiment of this specification. As Figure 9As shown in the figure, there are multiple trains in the axle counter section S3 where the target train to be screened is located, and some trains (such as train 901) straddle the axle counter section. Assuming that the axle counter section S5 behind the axle counter section S3 is idle, and the axle counter section in front of the axle counter section S4 straddled by train 901 is also idle, the line controller determines that the target section where the target train is located includes the axle counter section S3 and the axle counter section S4. In this case, the line controller can determine the number of wheel pairs recorded by the starting axle counter of the axle counter section S3, which is the number of wheel pairs recorded by the starting axle counter of the target section, and determine whether this number of wheel pairs is consistent with the total number of wheel pairs of the multiple trains (i.e., the sum of the reference wheel pairs). If the number of wheel pairs is consistent, it is determined that both the front and rear screens of the target train in its target section pass; otherwise, it is determined that both the front and rear screens of the target train in its target section do not pass.

[0085] The target number of wheel pairs recorded by the starting axle counter of the target section is equal to the number of wheel pairs recorded by the ending axle counter of the last idle axle counter section among the multiple trains. In some embodiments, the line controller can also find the last idle axle counter section S5 among the multiple trains, determine the number of wheel pairs recorded by the ending axle counter of this axle counter section S5, and use this number of wheel pairs as the number of wheel pairs recorded by the starting axle counter of the target section (i.e., the starting axle counter of the axle counter section S3) for quantitative relationship analysis.

[0086] It should be noted that in the process of screening trains for various train operation situations described in this specification, the target train can be a train that passed the screening based on the number of wheel pairs before, or a train that did not pass the screening before, or a train that has not been screened for trains yet, which is not limited here.

[0087] In the embodiments of this specification, corresponding to periodically obtaining the target number of wheel pairs recorded by the seven-point axle counter in the target section as described above, the line controller can perform quantitative relationship analysis based on the periodically obtained updated target number of wheel pairs and the reference number of wheel pairs, and periodically determine the target screening status of the target train in the target section. Exemplarily, the line controller can, after obtaining the updated target number of wheel pairs each time according to the set period, re-determine the target screening status based on the updated target number of wheel pairs. The period for determining the target screening status can be the same as the period for obtaining the target number of wheel pairs. In some embodiments, the period for determining the target screening status can also be an integer multiple of the period for obtaining the target number of wheel pairs.

[0088] In some embodiments, the line controller may use the result as the final screening result of the target train only when the train screening for the target train is performed multiple times and the same result is obtained, so as to exclude the situation where the reference wheel pair number and the target wheel pair number do not match due to communication delay, avoid the situation where the screening result is incorrect due to communication delay, ensure that the obtained train screening result has a high accuracy, and thus can perform accurate movement authorization for the train.

[0089] Correspondingly, in step 806, the line controller may continuously perform quantitative relationship analysis based on the reference wheel pair number and the target wheel pair number multiple times. When the analysis results obtained continuously multiple times all indicate that the target relationship corresponding to the screening passed state is satisfied, determine that the target screening state of the target train is the screening passed state; where the target relationship is the quantitative relationship between the reference wheel pair number and the target wheel pair number. The number of times of this continuous multiple analysis can be set flexibly. For example, the number of times can be set to two, three or more.

[0090] The line controller may use a program that runs repeatedly in a cycle to perform train screening. For example, the running cycle (i.e., the cycle for performing train screening) is 400 milliseconds. In each running cycle, the line controller performs a train screening based on the latest obtained information. The latest obtained information includes the position of the target train, the wheel pair number recorded by the axle counter, and the occupancy information of the axle counting section. For example, in each train screening, the line controller performs quantitative relationship analysis based on the latest obtained reference wheel pair number of the target train and the target wheel pair number recorded by the starting axle counter of the target section, and obtains the analysis result of this train screening. This analysis result can indicate whether the reference wheel pair number and the target wheel pair number of this time satisfy the target relationship. The target relationship may be that the sum of the reference wheel pair numbers of each target train is equal to the target wheel pair number. Satisfying the target relationship may indicate that this train screening passes. If the target relationship is not satisfied, it is determined that this train screening fails. The line controller may finally determine that the target screening state of the target train in the target section is the screening passed state when it is determined continuously multiple times that the reference wheel pair number and the target wheel pair number both satisfy the target relationship.

[0091] In one implementation, when the line controller performs train screening for the target train, it may set redundant timing for the train. For example, the initial value of the redundant timing is 0. Each time it is determined that the reference wheel pair number of the target train or the sum of the reference wheel pair numbers of multiple target trains is equal to the target wheel pair number (i.e., the target relationship is satisfied), the redundant timing is incremented by 1. When the target relationship is not satisfied, the redundant timing is maintained at the initial value. If after a set number (such as 2) of cycles, the redundant timing accumulates to the set number and the two wheel pair numbers are still the same, it is determined that the front and back screenings of the target train both pass, and the target screening state of the target train in the target section is the screening passed state.

[0092] In another implementation, the line controller starts with a set number of analysis times and decrements it successively. Each time the target relationship is determined to be satisfied, the value is decreased by one. If the target relationship is determined not to be satisfied, the value is reset to the initial value. When the value is decremented to 0, it is determined that both the front and rear screens of the target train have passed.

[0093] In some embodiments, after establishing a communication connection with the line controller, the line controller can determine whether the position of the train's head is within its jurisdiction based on the position information uploaded by the target train. If the position of the head is within its jurisdiction, the target train is screened; otherwise, the target train is not processed.

[0094] In the embodiments of this specification, after determining that the target train has passed the screening, the relevant track information can continue to be monitored to update the target screening status of the target train. In the embodiments of this specification, the target screening status of the target train can include the screening status of the target train on the target side, and the target side can include the front side or the rear side in the driving direction of the target train. The target screening status of the target train can include the screening status of the front side of the target train (i.e., the front screen status), or the screening status of the rear side of the target train (i.e., the rear screen status), or can also include both the front screen status and the rear screen status at the same time. The line controller can update the front screen status and the rear screen status of the target train separately.

[0095] In some embodiments, after step 806 analyzes the reference wheel logarithm and the target wheel logarithm to determine the target screening status of the target train, the train screening method provided in the embodiments of this specification can further include: when the target screening status is the screening passed status and the axle counting section adjacent to the target train's axle counting section on the target side is occupied by an obstacle, changing the screening passed status of the target train on the target side in the target section to the screening not passed status, and re-determining the target screening status of the target train on the target side; where the target side includes the front side or the rear side in the driving direction of the target train.

[0096] Exemplarily, the obstacle can be a non-communicating train, or can also be other obstacles other than the communicating train. The line controller can determine whether the axle counting section is occupied by an obstacle based on the occupancy information of the axle counting section. If the occupancy information of the axle counting section indicates that the axle counting section is occupied, but the line controller does not detect a communicating train on the axle counting section, such as not receiving information sent by the communicating train on the axle counting section, it can be determined that the axle counting section is occupied by an obstacle.

[0097] After the line controller filters (front filter or rear filter) on the target side of the target train and the filtering is passed, it can monitor the occupancy of the axle counter section adjacent to the target side of the axle counter section where the target train is located. In the case where the axle counter section is occupied by an obstacle, the filtering passed status of the target train on the target side is changed to a non-passed status. Then, the train filtering process can be re-executed for the target train, such as analyzing the reference number of wheel pairs of the target train and the target number of wheel pairs of the target section, to re-determine the target filtering status of the target train on the target side in the target section. Optionally, the line controller can also re-determine the target filtering status of the target train on the target side in the target section by other means (such as the method of filtering trains based on the length of the vehicle and the distance in the traditional method). The line controller can execute the foregoing target side filtering process for the case where the target side is the front side and the case where the target side is the rear side respectively, to obtain the target filtering status of the front side and the target filtering status of the rear side.

[0098] In other words, after the target train completes the front filter (i.e., the front filter is passed), when the adjacent axle counter section in front is occupied by a non-communicating vehicle, the line controller actively loses the front filter status of the train that it currently maintains, and then continues the front filter. In the case where the front filter fails, the front filter status is continuously lost until the non-communicating vehicle in front resumes communication. At this time, the number of wheel pairs will become normal, and the target train and its preceding train can quickly complete the filtering based on the number of wheel pairs. After the target train completes the rear filter (i.e., the rear filter is passed), when the adjacent axle counter section behind is occupied by a non-communicating vehicle, since the rear train will not affect the forward movement of this train, the line controller actively loses the rear filter status of this train, but does not lose the front filter status of this train. The target train continues to run until it runs to an idle state in the rear section, and the train filtering based on the number of wheel pairs is passed, and the rear filter of the target train is passed. After the communication of the following train is normal, the front and rear filters can also be calculated according to the above filtering method, and then the moving authorization can be obtained to complete the normal upgrade.

[0099] It should be noted that in the foregoing content of this specification, it is taken as an example that the line controller performs train filtering each time for each train (regardless of whether the filtering is passed) based on the number of wheel pairs. In some embodiments, the line controller can combine other train filtering methods and the method of performing train filtering based on the number of wheel pairs provided in the embodiments of this specification. For the other train filtering methods, reference can be made to the relevant introduction of the traditional train filtering methods in the foregoing.

[0100] In some embodiments, only the trains determined to have failed the filtering by using other train filtering methods can be determined as target trains, and then the method of performing train filtering based on the number of wheel pairs described above can be used to further filter the target trains. Correspondingly, before step 806, the train filtering method provided in the embodiments of this specification can further include the following steps 1 and 2.

[0101] Step 1. Based on the position information of the target train, determine the target side axle counter distance of the target train, where the target side axle counter distance is the distance between the end of the target train on the target side and the end point of the axle counter section where the target train is located.

[0102] The target side can be the front side or the rear side of the target train in the driving direction, and the front side and the rear side are determined based on the running direction of the target train. For example, please continue to refer to Figure 4 , the front side axle counter distance can be D in the figure, that is, the distance between the end of the front side (the head) of the target train and the end point of the axle counter section where the target train is located.

[0103] Step 2. Based on the target side axle counter distance and the occupancy information of the reference axle counter section, determine the reference screening status of the target side of the target train in the target section; where the reference axle counter section is the adjacent axle counter section on the target side of the axle counter section where the target train is located.

[0104] Please continue to refer to Figure 4 , if the target train is pre-screened, the axle counter section on the right side of the axle counter section where the target train is located is its adjacent axle counter section in the front. For example, a vehicle length threshold can be set, and the vehicle length threshold can be the shortest vehicle length that can run on the track. When the target side axle counter distance is less than the vehicle length threshold and the reference axle counter section is not occupied by a train, the line controller can determine that the reference screening status of the target side of the target train in the target section is the screening passed status. When the target side axle counter distance is greater than or equal to the vehicle length threshold and / or the reference axle counter section is occupied by a train, the line controller can determine that the reference screening status of the target side of the target train in the target section is the screening failed status.

[0105] For example, the train screening device can determine a first axle counter distance and a second axle counter distance for the target train; where the first axle counter distance is the distance between the head of the target train and the end axle counter of the axle counter section where the target train is located, and the second axle counter distance is the distance between the tail of the target train and the start axle counter of the axle counter section where the target train is located. Based on the first axle counter distance and the occupancy information of the previous axle counter section of the axle counter section where the target train is located, determine the reference screening status (i.e., the pre-screening status) of the front side of the target train. Based on the second axle counter distance and the occupancy information of the next axle counter section of the axle counter section where the target train is located, determine the reference screening status (i.e., the post-screening status) of the rear side of the target train.

[0106] Accordingly, on the basis of performing the above-mentioned Step 1 and Step 2, in Step 806, a quantitative relationship analysis is performed based on the reference wheel logarithm and the target wheel logarithm to determine the target screening status of the target train in the target section, including: in the case where the reference screening status is the status of failed screening, a quantitative relationship analysis is performed based on the reference wheel logarithm and the target wheel logarithm to determine the target screening status of the target train in the target section. In the case where the reference screening status is the status of failed screening, this reference screening status can be directly used as the target screening status.

[0107] It should be noted that when screening trains in the manner of Step 1 and Step 2, there may be situations where some trains that can actually pass the screening are considered to have failed the screening due to not meeting the corresponding determination timing. In such cases, the embodiments of this specification Figure 8 provide a method for screening trains based on the wheel logarithm to further determine whether they can pass the screening. In this way, the target train can pass the screening in a timely manner, so as to timely perform movement authorization on the target train, enable the target train to reach a higher level, run at a faster speed, improve the train operation efficiency, and the overall operation efficiency of the trains on the track.

[0108] In some embodiments, the line controller can also use Figure 8 the train screening method in parallel, as well as the train screening methods of the above-mentioned Step 1 and Step 2. Alternatively, when one train screening method fails, another train screening method is used. The embodiments of this specification do not limit the combination methods of these two train screening methods.

[0109] In the embodiments of this specification, the line controller can quickly complete the screening of single or multiple trains based on the wheel logarithm, without relying on the distance from the axle counter to check for hidden vehicles, and can ensure a relatively high efficiency of train screening. After completing the train screening, the line controller can perform movement authorization for trains that meet the conditions for automatic driving (such as trains that have passed the pre-screening), enabling the trains to be quickly upgraded and move at a faster speed, ensuring the train operation efficiency.

[0110] In summary, in the train screening method provided by the embodiments of this specification, by directly analyzing the reference wheel pair number of the target train and the target wheel pair number recorded by the starting axle counter in the target section, train screening can be achieved, and it can be determined whether there is a non - communication train in the axle counting section where the train is located. In this way, fewer factors are considered in train screening, and the method for determining the target screening status is relatively simple. Train screening can be achieved simply and conveniently, and train screening can be performed regardless of where the target train is located, without waiting for the target train to travel to a specific range. Moreover, for the target train, the pre - screening status and the post - screening status can be directly obtained through one - time quantitative relationship analysis, without the need to perform pre - side screening and post - side screening separately. Therefore, the process of train screening is relatively concise, and the train screening efficiency is relatively high. Correspondingly, the movement authorization for the target train can be timely performed based on the obtained screening status, so that the operation efficiency of the target train is relatively high.

[0111] Corresponding to the above - mentioned embodiments of the train screening method, this specification also provides an embodiment of a train screening device. Figure 10 It is a schematic structural diagram of a train screening device provided by the embodiments of this specification. As Figure 10 shown, the train screening device includes:

[0112] A first acquisition module 1002, configured to acquire train data sent by a target train, where the train data includes the reference wheel pair number of the target train;

[0113] A second acquisition module 1004, configured to acquire the target wheel pair number recorded by the starting axle counter in the target section where the target train is located, where the target section includes the axle counting section between two adjacent idle axle counting sections, and the idle axle counting section is an axle counting section not occupied by a train;

[0114] A first determination module 1006, configured to perform a quantitative relationship analysis based on the reference wheel pair number and the target wheel pair number to determine the target screening status of the target train in the target section, where the target screening status represents the screening status on the front side and the screening status on the back side of the target train in the traveling direction.

[0115] Optionally, the first determination module 1006 is configured to:

[0116] Compare the sum of the reference wheel pair numbers of each target train in the target section with the target wheel pair number;

[0117] When the sum of the reference wheel pair numbers is equal to the target wheel pair number, determine that the target screening status of the target train in the target section is the screening - passed status;

[0118] When the sum of the reference wheel pair numbers is not equal to the target wheel pair number, determine that the target screening status of the target train in the target section is the screening - not - passed status.

[0119] Optionally, the first determination module 1006 is configured to:

[0120] Perform quantitative relationship analysis based on the reference wheel logarithm and the target wheel logarithm multiple times in a row. When the analysis results obtained multiple times in a row all indicate that the target relationship corresponding to the screening passed state is satisfied, determine that the target screening state of the target train is the screening passed state; wherein, the target relationship is the relationship between the reference wheel logarithm and the target wheel logarithm.

[0121] Optionally, the train data further includes the position information of the target train on the track; the train screening device further includes:

[0122] A third acquisition module, configured to acquire the occupancy information of each axle counting section in the track;

[0123] A second determination module, configured to determine the axle counting section where the target train is located and the idle axle counting sections at both ends thereof based on the position information of the target train and the occupancy information of each axle counting section, and obtain the target section where the target train is located.

[0124] Optionally, the train data further includes the position information of the target train on the track; the train screening device further includes:

[0125] Before a third determination module analyzes the reference wheel logarithm and the target wheel logarithm to determine the target screening state of the target train, based on the position information of the target train, determine the target side axle counting distance of the target train, where the target side axle counting distance is the distance between the end of the target train on the target side and the end point of the axle counting section where the target train is located, and the target side includes the front side or the rear side of the target train in the driving direction;

[0126] A fourth determination module, configured to determine the reference screening state of the target train on the target side based on the target side axle counting distance and the occupancy information of the reference axle counting section; wherein, the reference axle counting section is the adjacent axle counting section on the target side of the axle counting section where the target train is located;

[0127] The first determination module 1006 is configured to:

[0128] When the reference screening state is the screening not passed state, perform quantitative relationship analysis based on the reference wheel logarithm and the target wheel logarithm to determine the target screening state of the target train in the target section.

[0129] Optionally, the train screening device further includes:

[0130] An adjustment module is used to analyze the reference wheel logarithm and the target wheel logarithm, and after determining the target screening status of the target train, when the target screening status is the passed screening status and the axle counter section adjacent to the target side of the axle counter section where the target train is located in the target section is occupied by an obstacle, change the passed screening status of the target train on the target side to the not-passed screening status, and re-determine the target screening status of the target train on the target side; wherein, the target side includes the front side or the rear side of the target train in the driving direction.

[0131] Optionally, the second acquisition module 1004 is used to: periodically acquire the target wheel logarithm recorded by the starting axle counter in the target section where the target train is located;

[0132] The first determination module 1006 is used to: perform a quantitative relationship analysis based on the reference wheel logarithm and the periodically acquired updated target wheel logarithm, and periodically determine the target screening status of the target train in the target section.

[0133] In summary, in the train screening device provided in the embodiments of this specification, by directly analyzing the reference wheel logarithm of the target train and the target wheel logarithm recorded by the starting axle counter of the target section, train screening can be realized, and it can be determined whether there is a non-communication train in the axle counter section where the train is located. In this way, fewer factors are considered for train screening, the method for determining the target screening status is relatively simple, train screening can be realized simply and conveniently, and train screening can be performed regardless of where the target train is, without waiting for the target train to travel to a specific range. Moreover, for the target train, the front screening status and the rear screening status can be directly obtained through one quantitative relationship analysis, without performing the front-side screening and the rear-side screening separately. Therefore, the process of train screening is relatively simple, the train screening efficiency is relatively high, and accordingly, the movement authorization of the target train can be performed in a timely manner based on the obtained screening status, so that the operation efficiency of the target train is relatively high.

[0134] Each embodiment in this specification is described in a progressive manner. The same or similar parts among the embodiments can be referred to each other, and the key points of each embodiment are the differences from other embodiments. For the train screening device, since it is basically similar to the train screening method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the train screening method embodiment.

[0135] Figure 11 It is a structural block diagram of a computing device provided in an embodiment of this specification. The components of the computing device 1100 include but are not limited to a memory 1110 and a processor 1120. The processor 1120 is connected to the memory 1110 through a bus 1130, and a database 1150 is used to store data.

[0136] The computing device 1100 also includes an access device 1140, which enables the computing device 1100 to communicate via one or more networks 1160. Examples of such networks include the Public Switched Telephone Network (PSTN), Local Area Network (LAN), Wide Area Network (WAN), Personal Area Network (PAN), or a combination of communication networks such as the Internet. The access device 1140 may include one or more of any type of wired or wireless network interface (e.g., a network interface card (NIC)), such as an IEEE 802.11 Wireless Local Area Network (WLAN) wireless interface, a Worldwide Interoperability for Microwave Access (Wi-MAX) interface, an Ethernet interface, a Universal Serial Bus (USB) interface, a cellular network interface, a Bluetooth interface, a Near Field Communication (NFC).

[0137] In one embodiment of the present specification, the above components of the computing device 1100, as well as Figure 11 other components not shown, may also be connected to each other, for example, via a bus. It should be understood that Figure 11 the block diagram of the computing device shown is for illustrative purposes only and is not a limitation on the scope of the present specification. Those skilled in the art may add or replace other components as needed.

[0138] The computing device 1100 may be any type of stationary or mobile computing device, including a mobile computer or mobile computing device (e.g., a tablet computer, a personal digital assistant, a laptop computer, a notebook computer, a netbook, etc.), a mobile phone (e.g., a smartphone), a wearable computing device (e.g., a smartwatch, smart glasses, etc.), or other types of mobile devices, or a stationary computing device such as a desktop computer or a personal computer (PC). The computing device 1100 may also be a mobile or stationary server.

[0139] Wherein, the processor 1120 is used to execute a computer program / instructions, and when the computer program / instructions are executed by the processor, the above Figure 8 shown method is implemented.

[0140] For the embodiments of the computing device, since they are basically similar to the above method embodiments, the description is relatively simple. For the relevant parts, please refer to the partial description of the method embodiments.

[0141] An embodiment of this specification also provides a computer-readable storage medium that stores computer instructions. When the computer instructions are executed by a processor, the steps of the above image processing method are implemented. The computer instructions include computer program code, and the computer program code can be in the form of source code, object code, executable file, or some intermediate form, etc. The computer-readable storage medium can include: any entity or device capable of carrying the computer program code, recording medium, USB flash drive, mobile hard disk, magnetic disk, optical disc, computer memory, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), electrical carrier signal, telecommunication signal, and software distribution medium, etc. It should be noted that the content included in the computer-readable storage medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, the computer-readable storage medium does not include electrical carrier signals and telecommunication signals.

[0142] An embodiment of this specification also provides a computer program product, including computer programs / instructions. When the computer programs / instructions are executed in a processor, the steps of the above method are implemented.

[0143] For the embodiments of the computer-readable storage medium and the computer program product, since they are basically similar to the above method embodiments, the description is relatively simple. For the relevant parts, please refer to the partial description of the method embodiments.

[0144] The above has described specific embodiments of this specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be executed in a different order from that in the embodiments and still achieve the desired result. Additionally, the processes depicted in the drawings do not necessarily require the specific order or sequential order shown to achieve the desired result. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0145] It should be noted that the above description is for specific embodiments of this specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be performed in a different order than in the embodiments and still achieve the desired results. Additionally, the processes depicted in the drawings do not necessarily require the specific order or sequential order shown to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous. Secondly, those skilled in the art should also be aware that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily essential for the embodiments of this specification.

[0146] In the above embodiments, the descriptions of the respective embodiments have their own focuses. For parts not detailed in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0147] The preferred embodiments of this specification disclosed above are only used to help explain this specification. The alternative embodiments do not elaborate on all details and do not limit the invention to the specific embodiments described. Obviously, many modifications and variations can be made according to the content of the embodiments of this specification. These embodiments are selected and specifically described in this specification to better explain the principles and practical applications of the embodiments of this specification, so that those skilled in the art can well understand and utilize this specification.

Claims

1. A train screening method, characterized in that, The method includes: Obtaining train data sent by a target train, where the train data includes the reference number of axle pairs of the target train; Obtaining the target number of axle pairs recorded by a starting axle counter in a target section where the target train is located, where the target section includes an axle counting section between two adjacent idle axle counting sections, the idle axle counting section is an axle counting section not occupied by a train, and the target section includes one axle counting section or multiple adjacent axle counting sections; Performing a quantitative relationship analysis based on the reference number of axle pairs and the target number of axle pairs to determine the target screening status of the target train in the target section, where the target screening status characterizes the screening status on the front side and the screening status on the rear side of the target train in the traveling direction.

2. The method according to claim 1, wherein The performing a quantitative relationship analysis based on the reference number of axle pairs and the target number of axle pairs to determine the target screening status of the target train in the target section includes: Comparing the sum of the reference number of axle pairs of each target train in the target section with the target number of axle pairs; When the sum of the reference number of axle pairs is equal to the target number of axle pairs, determining that the target screening status of the target train in the target section is a screening passed status; When the sum of the reference number of axle pairs is not equal to the target number of axle pairs, determining that the target screening status of the target train in the target section is a screening not passed status.

3. The method according to claim 1, wherein The performing a quantitative relationship analysis based on the reference number of axle pairs and the target number of axle pairs to determine the target screening status of the target train includes: Continuously performing a quantitative relationship analysis based on the reference number of axle pairs and the target number of axle pairs for multiple times, and when the analysis results obtained continuously for multiple times all indicate that the target relationship corresponding to the screening passed status is satisfied, determining that the target screening status of the target train is a screening passed status; where the target relationship is the quantitative relationship between the reference number of axle pairs and the target number of axle pairs.

4. The method according to any one of claims 1 to 3, characterized in that, The train data further includes the position information of the target train on the track; the method further includes: Obtaining the occupancy information of each axle counting section in the track; Based on the position information of the target train and the occupancy information of each axle counting section, determining the axle counting section where the target train is located and the idle axle counting sections at both ends thereof, to obtain the target section where the target train is located.

5. The method according to any one of claims 1 to 3, characterized in that, The train data further includes the position information of the target train on the track; before performing a quantitative relationship analysis based on the reference number of axle pairs and the target number of axle pairs to determine the target screening status of the target train in the target section, it further includes: Based on the position information of the target train, determining the target-side axle counting distance of the target train, where the target-side axle counting distance is the distance between the end of the target train on the target side and the end point of the axle counting section where the target train is located, and the target side includes the front side or the rear side of the target train in the traveling direction. Based on the target side axle counter distance and the occupancy information of the reference axle counter section, determine the reference screening status of the target side of the target train in the target section; wherein, the reference axle counter section is the adjacent axle counter section on the target side of the axle counter section where the target train is located. The quantity relationship analysis based on the reference wheel pair number and the target wheel pair number to determine the target screening status of the target train in the target section includes: When the reference screening status is the non-passed screening status, perform quantity relationship analysis based on the reference wheel pair number and the target wheel pair number to determine the target screening status of the target train in the target section.

6. The method according to any one of claims 1 to 3, characterized in that After determining the target screening status of the target train in the target section by performing quantity relationship analysis based on the reference wheel pair number and the target wheel pair number, it further includes: When the target screening status is the passed screening status and the axle counter section adjacent to the axle counter section where the target train is located on the target side is occupied by an obstacle, change the passed screening status of the target side of the target train to the non-passed screening status, and re-determine the target screening status of the target side of the target train in the target section; wherein, the target side includes the front side or the rear side of the target train in the traveling direction.

7. The method according to any one of claims 1 to 3, characterized in that, The obtaining of the target wheel pair number recorded by the starting axle counter in the target section where the target train is located includes: Periodically obtain the target wheel pair number recorded by the starting axle counter in the target section where the target train is located. The quantity relationship analysis based on the reference wheel pair number and the target wheel pair number to determine the target screening status of the target train in the target section includes: Perform quantity relationship analysis based on the reference wheel pair number and the periodically obtained updated target wheel pair number, and periodically determine the target screening status of the target train in the target section.

8. A train screening device, characterized in that, It includes: A first obtaining module, configured to obtain train data sent by a target train, wherein the train data includes the reference wheel pair number of the target train. A second obtaining module, configured to obtain the target wheel pair number recorded by the starting axle counter in the target section where the target train is located, wherein the target section includes the axle counter section between two adjacent idle axle counter sections, the idle axle counter section is the axle counter section not occupied by a train, and the target section includes one axle counter section or multiple adjacent axle counter sections. A first determining module, configured to perform quantity relationship analysis based on the reference wheel pair number and the target wheel pair number to determine the target screening status of the target train in the target section, wherein the target screening status represents the screening status of the front side and the rear side of the target train in the traveling direction.

9. A computing device, characterized in that, It includes: A memory and a processor; The memory is used to store computer programs / instructions, and the processor is used to execute the computer programs / instructions. When the computer programs / instructions are executed by the processor, the method according to any one of claims 1 to 7 is implemented.

10. A computer-readable storage medium, characterized in that, Stored with computer programs / instructions, when the computer programs / instructions are executed by a processor, the method according to any one of claims 1 to 7 is implemented.

11. A computer program product, characterized in that, Including computer programs / instructions, when the computer programs / instructions are executed by a processor, the method according to any one of claims 1 to 7 is implemented.

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