Train screening method, screening controller and train signal system

Abstract

The application discloses a train screening method, a screening controller and a train signal system. The method comprises the following steps: acquiring a train position corresponding to a target train in real time; performing obstacle detection on a target detection range corresponding to the target train to obtain an obstacle detection result; determining whether there is an unknown risk train in the target detection range according to the obstacle detection result and the train position, and setting a train screening identifier corresponding to the target train. The method can effectively reduce the cost of train screening operation, and is helpful to improve the flexibility and success rate of train screening.

Description

Technical Field

[0001] This invention relates to the field of train operation control technology, and in particular to a train screening method, a screening controller, and a train signaling system. Background Technology

[0002] Before the target train is upgraded to CBTC (Communication Based Train Control) mode, the Zone Controller (ZC) in the train signaling system needs to perform train screening to ensure that there are no unknown risk trains within a certain range before and after the target train. These unknown risk trains refer to trains that are hiding their positions or not reporting their positions within a certain range before and after the target train. The presence of these unknown risk trains poses a safety risk to the safe operation of the target train. Train screening is one of the prerequisites for the ZC to calculate movement authorization for trains, ensuring that there are no unknown risk trains within the specific range calculated by the ZC, thereby ensuring the safe operation of the target train in CBTC mode.

[0003] In existing train signaling systems, a target train reports its position to the control center (ZC). The ZC then determines whether any other trains of unknown risk, besides the target train itself, are present in its physical section based on the train's position, and checks the occupancy status of the physical sections before and after the target train to achieve train screening. For example, if the distance between the target train's position and the axle counter in its physical section is less than a preset threshold, the ZC determines that there are no other trains of unknown risk in that physical section. It then checks the idle time of the physical sections before and after the target train to determine whether there are any trains of unknown risk in those sections. This train screening method requires the installation of axle counters and control of the target train's stopping position to ensure that the distance between it and the axle counter in its physical section is less than a preset threshold before the train screening condition is met. This significantly limits the flexibility and success rate of train screening, making it a major obstacle to upgrading target trains to CBTC (Continuous Train Control) mode. Summary of the Invention

[0004] This invention provides a train screening method, a screening controller, and a train signaling system to address the problems of low flexibility and success rate in existing train screening methods that rely on axle counting equipment.

[0005] This invention provides a train screening method, comprising:

[0006] Real-time acquisition of the train location corresponding to the target train;

[0007] Obstacle detection is performed on the target detection range corresponding to the target train, and the obstacle detection results are obtained;

[0008] Based on the obstacle detection results and the train position, determine whether there is an unknown risk train within the target detection range;

[0009] If there are no unknown risk trains within the target detection range, then a train screening identifier is set for the target train;

[0010] If there are unknown risk trains within the target detection range, then no train screening identifier will be set for the target train.

[0011] Preferably, the step of performing obstacle detection on the target detection range corresponding to the target train and obtaining obstacle detection results includes:

[0012] Obstacle detection is performed within the target detection range corresponding to the target train;

[0013] If there are no obstacles within the target detection range, then obtain the obstacle detection result for the absence of obstacles;

[0014] If there is an obstacle within the target detection range, the current obstacle image is acquired, and the similarity between the current obstacle image and an existing train image is calculated to obtain the image similarity.

[0015] If the image similarity is greater than the target similarity, then the obstacle detection result of the train with the obstacle is obtained;

[0016] If the image similarity is not greater than the target similarity, then the obstacle detection result for the presence of a non-obstacle train is obtained.

[0017] Preferably, determining whether there is an unknown risk train within the target detection range based on the obstacle detection results and the train position includes:

[0018] If the obstacle detection result is that there is no obstacle, or if the obstacle detection result is that there is a non-obstacle train, then it is determined that there is no unknown risk train within the target detection range;

[0019] If the obstacle detection result indicates the presence of an obstructing train, then the inter-vehicle distance between the obstructing train and the target train is obtained. Based on the inter-vehicle distance and the train's position, it is determined whether there is an unknown risk train within the target detection range.

[0020] Preferably, determining whether there is an unknown risk train within the target detection range based on the obstacle detection results and the train position includes:

[0021] Based on the workshop distance and the train position, determine the train type corresponding to the obstacle train;

[0022] If the train type corresponding to the obstacle train is an automated train, then it is determined that there are no unknown risk trains within the target detection range;

[0023] If the train type corresponding to the obstacle train is a non-equipment train, then it is determined that there is an unknown risk train within the target detection range.

[0024] Preferably, determining the train type corresponding to the obstacle train based on the workshop distance and the train position includes:

[0025] Based on the current distance between the workshop and the current position of the train, determine the measured location of the obstacle corresponding to the obstructing train;

[0026] Based on the workshop distance and train position at the previous moment, determine the reference position of the obstacle corresponding to the obstructing train;

[0027] The train type corresponding to the obstacle train is determined based on the measured location of the obstacle and the reference location of the obstacle.

[0028] Preferably, determining the measured location of the obstacle corresponding to the obstructing train based on the workshop distance and the train position at the current time includes:

[0029] The actual position corresponding to the detection range in front of the vehicle is calculated using the formula Pb=Pa1+L1. The distance between the vehicles and the position of the train at the current time are processed to obtain the actual position of the obstacle corresponding to the obstacle train.

[0030] or,

[0031] The measured position corresponding to the rear detection range is calculated using the formula Pb=Pa1-L1. The distance between the train and the vehicle at the current time is processed to obtain the measured position of the obstacle corresponding to the obstructing train.

[0032] Where Pb is the measured position of the obstacle, Pa1 is the train position at the current moment, and L1 is the inter-vehicle distance at the current moment.

[0033] Preferably, determining the obstacle reference position corresponding to the obstructing train based on the workshop distance and train position at the previous moment includes:

[0034] The formula for calculating the reference position corresponding to the detection range in front of the vehicle is Pc=Pa0+L0+V. UT *T DC The workshop distance and train position corresponding to the previous moment are processed to obtain the reference position of the obstacle corresponding to the obstructing train.

[0035] or,

[0036] The formula for calculating the reference position corresponding to the rear detection range is Pc = Pa0 - L0 + V. UT *T DC The workshop distance and train position corresponding to the previous moment are processed to obtain the reference position of the obstacle corresponding to the obstructing train.

[0037] Where Pc is the obstacle reference position, Pa0 is the train position at the previous moment, L0 is the inter-vehicle distance at the previous moment, and V... UT The maximum speed of non-equipped trains, T DC This is the current communication delay.

[0038] Preferably, determining the train type corresponding to the obstacle train based on the obstacle reference position and the obstacle measured position includes:

[0039] If the measured position of the obstacle is greater than the reference position of the obstacle, then the train type corresponding to the obstacle train is determined to be an automatic train;

[0040] If the measured position of the obstacle is not greater than the reference position of the obstacle, then the train type corresponding to the obstacle train is determined to be a non-equipment train.

[0041] This invention provides a screening controller, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the above-described train screening method.

[0042] This invention provides a train signaling system, including the aforementioned filtering controller, which is either a zone controller or an on-board controller.

[0043] The aforementioned train screening method, screening controller, and train signaling system utilize obstacle detection results and train position to determine whether there are unknown risk trains within the target detection range, and then set the train screening mark corresponding to the target train. The train screening process does not require additional axle counting equipment, which helps reduce the cost of train screening. Furthermore, the train screening process does not require controlling the target train to stop at a specific location, and there are no restrictions on the physical sections before and after the target train, which helps improve the flexibility and success rate of train screening. Attached Figure Description

[0044] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0045] Figure 1 This is a schematic diagram of a train signaling system according to an embodiment of the present invention;

[0046] Figure 2 This is a flowchart of a train screening method according to an embodiment of the present invention;

[0047] Figure 3 This is another flowchart of the train screening method in one embodiment of the present invention;

[0048] Figure 4 This is another flowchart of the train screening method in one embodiment of the present invention;

[0049] Figure 5 This is another flowchart of the train screening method in one embodiment of the present invention;

[0050] Figure 6 This is another flowchart of the train screening method in one embodiment of the present invention;

[0051] Figure 7 This is a schematic diagram of a train screening method in one embodiment of the present invention;

[0052] Figure 8 This is another schematic diagram of the train screening method in one embodiment of the present invention. Detailed Implementation

[0053] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0054] The train screening method provided in this embodiment of the invention can be applied to, for example... Figure 1 The application environment is shown. Specifically, this train screening method is applied in a train signaling system, which includes, for example, [examples of such systems]. Figure 1The diagram shows a Zone Controller (ZC) and a Vehicle On-Board Controller (VOBC) connected to the Zone Controller. The VOBC is mounted on the target train. The target train refers to the train that needs to be upgraded to CBTC mode at the current moment. In this example, the VOBC is the controller on the target train, connected to the train positioning equipment and obstacle detection equipment on the target train. The VOBC is also connected to the Zone Controller, enabling it to receive real-time train position data from the train positioning equipment and real-time obstacle detection results from the obstacle detection equipment. This allows either the VOBC or the Zone Controller to perform train selection based on the train position and obstacle detection results.

[0055] In one embodiment, such as Figure 2 As shown, a train screening method is provided. Taking the application of this method in a screening controller as an example, the screening controller can be... Figure 1 The vehicle-mounted controller or area controller in the system includes the following steps:

[0056] S201: Real-time acquisition of the train location corresponding to the target train;

[0057] S202: Perform obstacle detection within the target detection range corresponding to the target train and obtain the obstacle detection results;

[0058] S203: Based on the obstacle detection results and the train position, determine whether there are unknown risk trains within the target detection range, and set the train screening flag corresponding to the target train;

[0059] S204: If there are no unknown risk trains within the target detection range, then set a train screening flag for the target train;

[0060] S205: If there are unknown risk trains within the target detection range, then no train screening identifier will be set for the target train.

[0061] The target train refers to the train being screened in this selection process. The train position refers to the current location of the target train.

[0062] As an example, in step S201, the filtering controller can receive the train position collected in real time by the train positioning device installed on the target train. For example, the VOBC can receive the train position collected in real time by the train positioning device, or the ZC can receive the train position forwarded by the VOBC, so that the VOBC or ZC can use the train position for train filtering processing in the future.

[0063] In this example, the onboard antenna of the target train can receive the current transponder position transmitted by the transponders located on both sides of the track in real time, and obtain the current vehicle speed collected in real time by the speed and distance measuring equipment. Based on the current transponder position and the current vehicle speed, the corresponding train position of the target train can be determined. For example, when the target train passes the transponders on both sides of a track, its onboard antenna can receive the transponder identifier transmitted by the transponder at the first time t1. Based on this transponder identifier, the current transponder position P1 at the first time t1 can be determined. As the target train continues to travel, the current vehicle speed V1 can be obtained at the second time t2. The real-time train position P2 = P1 + (t2 - t1) * V1 can be calculated to achieve real-time and rapid acquisition of the target train's position.

[0064] The target detection range refers to the area that needs to be detected during this train screening. As an example, the target detection range includes the detection range in front of the train and the detection range behind the train. The detection range in front of the train's front end is the detection range, and the detection range behind the train's rear end is the detection range. In this example, the target detection range refers to the detection range in front of and behind the target train. Specifically, ZC determines the detection range in front of and behind the target train that is in an idle state based on feedback received from the train signaling system. Here, "idle state" means an area where there are no other trains besides the target train.

[0065] As an example, in step S202, the obstacle detection equipment on the target train performs obstacle detection on the target detection range corresponding to the target train, specifically on the front and rear detection ranges of the target train, to obtain obstacle detection results. For example, the VOBC can receive the obstacle detection results collected by the obstacle detection equipment, or the ZC can receive the obstacle detection results forwarded by the VOBC, so that the VOBC or ZC can use the obstacle detection results for train screening in the future.

[0066] As an example, in step S203, the screening controller can determine whether the pre-set train screening conditions are met based on the obstacle detection results and the train position, so as to determine whether there is an unknown risk train within the target detection range corresponding to the target train, and determine whether to set a train screening mark for the target train based on the judgment result.

[0067] The train screening identifier is used to indicate that a target train meets the train screening criteria. These criteria are pre-set conditions used to assess whether there are any unknown risk trains within the target detection range corresponding to the target train. Accordingly, the train screening identifier is set when there are no unknown risk trains within the target detection range corresponding to the target train.

[0068] As an example, in step S204, when the screening controller finds no unknown risk trains within the target detection range, it determines that the train meets the pre-set train screening conditions. At this point, the screening controller sets a train screening identifier for the target train to indicate that it has passed the train screening process and that no unknown risk trains are within its target detection range. For example, the VOBC can determine that no unknown risk trains are within the target detection range based on obstacle detection results and train position, and needs to send the detection results to the ZC so that the ZC can set a train screening identifier for the target train. Alternatively, the VOBC can forward the received obstacle detection results and train position to the ZC. When the ZC determines that no unknown risk trains are within the target detection range based on the obstacle detection results and train position, it sets a train screening identifier for the target train.

[0069] As an example, in step S205, when the screening controller detects an unknown risk train within the target detection range, it determines that the train does not meet the pre-set train screening conditions. In this case, the screening controller does not set a train screening mark for the target train, so that the subsequent driving control process needs to focus on the target train without a train screening mark to ensure the driving safety of the target train.

[0070] In the train screening method provided in this embodiment, obstacle detection results and train position are used to determine whether there are unknown risk trains within the target detection range, thereby determining whether to set a train screening mark for the target train. The train screening process does not require additional axle counting equipment, which helps to reduce the cost of train screening. Furthermore, the train screening process does not require controlling the target train to stop at a specific location, and there are no restrictions on the physical sections before and after the target train, which helps to improve the flexibility and success rate of train screening.

[0071] In one embodiment, such as Figure 3 As shown, obstacle detection is performed on the target detection range corresponding to the target train, and the obstacle detection results are obtained, including:

[0072] S301: Perform obstacle detection within the target detection range corresponding to the target train;

[0073] S302: If there are no obstacles within the target detection range, obtain the obstacle detection result for obstacles where there are no obstacles;

[0074] S303: If there is an obstacle within the target detection range, acquire the current obstacle image, calculate the similarity between the current obstacle image and the existing train image, and obtain the image similarity.

[0075] S304: If the image similarity is greater than the target similarity, then obtain the obstacle detection result for the train with the obstacle.

[0076] S305: If the image similarity is not greater than the target similarity, then obtain the obstacle detection result for the presence of non-obstacle trains.

[0077] As an example, in step S301, the obstacle detection device performs obstacle detection on the target detection range corresponding to the target train, specifically on the front and rear detection ranges of the target train, to determine whether there are obstacles within the target detection range.

[0078] As an example, in step S302, when there are no obstacles within the target detection range corresponding to the target train, the obstacle detection device can directly obtain the obstacle detection result of the absence of obstacles and send the obstacle detection result to the screening controller for train screening processing. Specifically, the obstacle detection result is sent to the VOBC so that the VOBC can perform train screening processing or forward it to the ZC so that the ZC can perform train screening processing, thereby setting the train screening identifier corresponding to the target train.

[0079] Here, "current obstacle image" refers to the image of an obstacle detected and acquired in real time. "Existing train image" refers to train images stored in the signaling and communication system prior to the current moment, generally images corresponding to trains traveling on the track where the target train is located. "Target similarity" is used to evaluate whether two images meet the criteria for being considered similar.

[0080] As an example, in step S303, when an obstacle detection device detects an obstacle within the target detection range corresponding to the target train, it needs to determine the obstacle type. This obstacle type refers to the type of obstacle, which can be categorized into two types based on whether the obstacle is a train: obstructing trains and non-obstructing trains. Since the train models on the target train's track are relatively uniform, existing train images corresponding to trains traveling on the target train's track can be imported before the current time. When an obstacle is detected within the target detection range corresponding to the target train, a current obstacle image can be acquired. Then, the image recognition software on the obstacle detection device calculates the similarity between the current obstacle image and the existing train images to obtain the image similarity score, which is used to determine the target train.

[0081] As an example, in step S304, if the calculated image similarity of the obstacle detection device is greater than the target similarity, it can be determined that the image similarity between the current obstacle image and the existing train image has reached the similarity standard. At this time, the obstacle corresponding to the current obstacle image can be identified as the train corresponding to the existing train image, and its obstacle type can be determined as an obstacle train. Therefore, the obstacle detection result of the existence of an obstacle train can be obtained, and the obstacle detection result can be sent to the filtering controller for train filtering processing. Specifically, the obstacle detection result is sent to the VOBC so that the VOBC can perform train filtering processing or forward it to the ZC so that the ZC can perform train filtering processing, and then set the train filtering identifier corresponding to the target train. In this example, the obstacle detection result of the existence of an obstacle train specifically means that there is an obstacle, and the obstacle type is obstacle train.

[0082] As an example, in step S305, if the obstacle detection device calculates an image similarity that is not greater than the target similarity, it can determine that the image similarity between the current obstacle image and the existing train image has not reached the similarity standard. At this point, it can be determined that the obstacle corresponding to the current obstacle image is not the train corresponding to the existing train image, and its obstacle type is a non-obstacle train. Therefore, the obstacle detection result indicating the existence of a non-obstacle train can be obtained, and the obstacle detection result can be sent to the filtering controller for train filtering processing. Specifically, the obstacle detection result is sent to the VOBC so that the VOBC can perform train filtering processing or forward it to the ZC for train filtering processing, thereby setting the train filtering flag corresponding to the target train. In this example, the obstacle detection result indicating the existence of a non-obstacle train specifically means that an obstacle exists, and the obstacle type is a non-obstacle train.

[0083] In one embodiment, such as Figure 4 As shown, step S203, which involves determining whether there is an unknown risk train within the target detection range based on the obstacle detection results and the train's position, includes:

[0084] S401: If the obstacle detection result is that there is no obstacle, or if the obstacle detection result is that there is a non-obstacle train, then it is determined that there is no unknown risk train within the target detection range;

[0085] S402: If the obstacle detection result indicates the presence of an obstacle train, then obtain the inter-vehicle distance between the obstacle train and the target train. Based on the inter-vehicle distance and the train position, determine whether there is an unknown risk train within the target detection range.

[0086] As an example, in step S401, when the obstacle detection result is that no obstacle exists, it means that there is no unknown risk train within the target detection range corresponding to the target train. Therefore, there is no possibility of an unknown risk train affecting the driving safety of the target train. A train screening flag can be set for the target train to ensure its safe operation. For example, the VOBC can send the obstacle detection result received from the obstacle detection equipment to the ZC, so that the ZC can directly determine that there is no unknown risk train within the target detection range corresponding to the target train based on the obstacle detection result being that no obstacle exists, and a train screening flag can be set for the target train.

[0087] As an example, in step S402, when the obstacle type is a non-obstacle train, meaning there is an obstacle and its type is non-obstacle train, it indicates that there cannot be any unknown risk trains within the target detection range corresponding to the target train. Therefore, there is no possibility of unknown risk trains affecting the driving safety of the target train. A train screening flag can be set for the target train to ensure its safe operation. For example, the VOBC can send the obstacle detection results received from the obstacle detection equipment to the ZC, so that the ZC, based on the obstacle detection results indicating the presence of a non-obstacle train, can directly determine that there are no unknown risk trains within the target detection range corresponding to the target train, and a train screening flag can be set for the target train.

[0088] As an example, in step S402, if the obstacle detection result indicates the presence of an obstacle train, the vehicle-to-vehicle distance between the obstacle train and the target train is obtained. Based on the vehicle-to-vehicle distance and the train position, it is determined whether there is an unknown risk train within the target detection range, and a train screening flag corresponding to the target train is set.

[0089] As an example, in step S402, when the obstacle type is "obstacle train," meaning there is an obstacle and its type is "obstacle train," it indicates that an obstacle train exists within the target detection range corresponding to the target train. The inter-vehicle distance between the obstacle train and the target train also needs to be determined. For example, if an obstacle train exists within the detection range in front of the target train, the distance between the front of the target train and the rear of the obstacle train can be determined as the inter-vehicle distance; if an obstacle train exists within the detection range behind the target train, the distance between the rear of the target train and the front of the obstacle train can be determined as the inter-vehicle distance. In this example, the selection controller needs to determine whether the obstacle train is an unknown risk train affecting driving safety based on the real-time collected inter-vehicle distance and train position, thereby setting the train screening flag corresponding to the target train.

[0090] In one embodiment, such as Figure 5As shown, based on obstacle detection results and train location, it is determined whether there are unknown risk trains within the target detection range, and train screening indicators corresponding to the target trains are set, including:

[0091] S501: Determine the train type corresponding to the obstructing train based on the workshop distance and train position;

[0092] S502: If the train type corresponding to the obstacle train is an automatic train, then it is determined that there are no unknown risk trains within the target detection range;

[0093] S503: If the train type corresponding to the obstacle train is a non-equipment train, then it is determined that there is an unknown risk train within the target detection range.

[0094] As an example, in step S501, when the obstacle detection result indicates the presence of an obstructing train, the screening controller can acquire the vehicle distance and train position collected at two adjacent time points. Using pre-set train type analysis logic, it performs a comprehensive calculation on the vehicle distance and train position collected at the two adjacent time points to analyze and determine whether the obstructing train corresponds to an Automatic Train (AT) or an Unequipped Train (UT). The train type analysis logic is a pre-configured processing logic used to analyze and determine the train type. Specifically, this logic uses the vehicle distance and train position collected at two adjacent time points as input parameters to determine the corresponding train type. For example, ZC can determine whether the obstructing train corresponds to an AT or a UT based on the vehicle distance and train position collected at two adjacent time points.

[0095] As an example, in step S502, the screening controller determines that the train type corresponding to the obstacle train is an automatic train (AT). Since the operation of the automatic train (AT) is mainly controlled by the train signaling system rather than by the driver, it is less affected by human factors. The target train is also controlled by the train signaling system. Therefore, the existence of the AT will not pose a safety risk to the safe operation of the target train. It is determined that the automatic trains existing within the target detection range are not unknown risk trains. At this time, the screening controller can set the train screening identifier corresponding to the target train to the screening pass identifier to ensure the safe operation of the target train.

[0096] As an example, in step S503, the screening controller identifies the obstacle train as a non-equipped train (UT). Since the UT's operation is primarily controlled by the driver rather than the train signaling system, it is significantly affected by human factors. The presence of a UT within the target train's detection range can severely impact the target train's safe operation. For instance, if a UT is present in the target train's forward detection range, and the driver suddenly stops the UT, the train signaling system may be unable to respond promptly, potentially leading to a collision between the UT and the automatic train. In this case, the screening controller can set the target train's screening flag to a "screening failure" flag to warn of a significant safety risk. This allows the ZC (Train Control Center) to ensure the safe operation of the target train based on the corresponding screening flag.

[0097] In one embodiment, such as Figure 6 In step S501, the train type corresponding to the obstructing train is determined based on the workshop distance and the train position, including:

[0098] S601: Determine the measured location of the obstacle corresponding to the obstructing train based on the current workshop distance and the current train position;

[0099] S602: Determine the reference position of the obstacle corresponding to the obstructing train based on the workshop distance and train position corresponding to the previous moment;

[0100] S603: Determine the train type corresponding to the obstacle based on the measured location and reference location of the obstacle.

[0101] As an example, in step S601, the filtering controller can obtain the current workshop distance and the current train position, and determine the measured position of the obstacle corresponding to the obstacle train according to the pre-configured actual position calculation formula. The actual position calculation formula is used to determine the position of the obstacle train at the current moment by taking the current workshop distance and the current train position as input parameters.

[0102] In one embodiment, step S601, which involves determining the measured location of the obstacle corresponding to the obstructing train based on the current workshop distance and the current train position, includes:

[0103] The actual position corresponding to the detection range in front of the vehicle is calculated using the formula Pb=Pa1+L1. The distance between the vehicles and the position of the train at the current time are processed to obtain the actual position of the obstacle corresponding to the obstacle train.

[0104] or,

[0105] The measured position corresponding to the rear detection range is calculated using the formula Pb=Pa1-L1. The distance between the train and the vehicle at the current time is processed to obtain the measured position of the obstacle corresponding to the obstructing train.

[0106] Where Pb is the measured position of the obstacle, Pa1 is the train position at the current moment, and L1 is the inter-vehicle distance at the current moment.

[0107] As an example, such as Figure 7 As shown, when there is an obstacle train within the detection range in front of the target train, the screening controller can first obtain the vehicle distance Pa1 corresponding to the current time T1 and the train position L1 corresponding to the current time T1. Then, it can use the calculation formula Pb=Pa1+L1 corresponding to the actual position of the detection range in front of the train to calculate and determine the actual position Pb of the obstacle corresponding to the obstacle train.

[0108] As another example, such as Figure 8 As shown, when there is an obstacle train within the detection range behind the target train, the distance Pa1 between the train and the train position L1 at the current time T1 can be obtained first. The measured position Pc corresponding to the obstacle train can be determined by using the formula Pb = Pa1 - L1 corresponding to the actual position within the detection range behind the train.

[0109] Here, "previous moment" refers to the moment before the current moment. The obstacle reference position is calculated based on the inter-vehicle distance and train position corresponding to the previous moment.

[0110] As an example, in step S602, the filtering controller can obtain the workshop distance and train position corresponding to the previous moment, and determine the obstacle reference position corresponding to the obstructing train according to the reference position calculation formula. The reference position calculation formula is used to predict the position of the obstructing train at the current moment by taking the workshop distance and train position corresponding to the previous moment as input parameters, and then determining it as the obstacle reference position. In this example, the obstacle reference position can be the farthest distance between the UT and the target train after considering the communication delay of the train signaling system, assuming the obstructing train within the target detection range is UT. This obstacle reference position is used to determine whether the obstructing train is UT, thereby determining the train type corresponding to the obstructing train.

[0111] In one embodiment, step S602, determining the obstacle reference position corresponding to the obstructing train based on the workshop distance and train position at the previous moment, includes:

[0112] The formula for calculating the reference position corresponding to the detection range in front of the vehicle is Pc=Pa0+L0+V.UT *T DC The workshop distance and train position corresponding to the previous moment are processed to obtain the reference position of the obstacle corresponding to the obstructing train.

[0113] or,

[0114] The formula for calculating the reference position corresponding to the rear detection range is Pc = Pa0 - L0 + V. UT *T DC The workshop distance and train position corresponding to the previous moment are processed to obtain the reference position of the obstacle corresponding to the obstructing train.

[0115] Where Pc is the obstacle reference position, Pa0 is the train position at the previous moment, L0 is the inter-vehicle distance at the previous moment, and V... UT The maximum speed of non-equipped trains, T DC This is the current communication delay.

[0116] Among them, the maximum speed of non-equipped trains is V UT This is the maximum speed that non-equipped trains can travel at, and it can be a fixed value preset by the system.

[0117] Among them, the current communication delay T DC This refers to the communication delay between the obstacle detection device and the screening controller. It can be a fixed value preset by the system or a specific value determined by real-time detection. As an example, when the screening controller is a VOBC, the current communication delay is the communication delay between the obstacle detection device and the VOBC (i.e., T). VOBC-ODD ), that is, T DC =T VOBC-ODD As another example, when the filtering controller is ZC, the current communication latency is the communication latency (T) between the obstacle detection device and the VOBC. VOBC-ODD ), and the communication delay (i.e., T) between VOBC and ZC. ZC-VOBC ), that is, T DC =T VOBC-ODD +T ZC-VOBC .

[0118] As an example, such as Figure 7 As shown, when an obstacle train exists within the detection range in front of the target train, the screening controller uses the reference position calculation formula Pc = Pa0 + L0 + V corresponding to the detection range in front of the train. UT *T DC The distance between the workshop and the train at the previous time T0, the train position at the previous time T0, and the current communication delay T are given. DC Predict the reference position Pc of the obstacle corresponding to the obstacle train.

[0119] As another example, such as Figure 8 As shown, when an obstacle train exists within the rear detection range of the target train, the formula for calculating the reference position corresponding to the rear detection range is Pc = Pa0 - L0 + V. UT *T DC For the workshop distance Pa0 corresponding to the previous time T0, the train position L0 corresponding to the previous time T0, and the current communication delay T DC Predict the reference position Pc of the obstacle corresponding to the obstacle train.

[0120] Understandably, the obstacle reference position Pc is equivalent to the position of the UT furthest from the target train, assuming there is an obstacle train within the detection range in front of the train and the obstacle train is UT, after considering the current communication delay.

[0121] As an example, in step S603, the screening controller can analyze the travel distance of the obstacle train from the previous time T0 to the current time T1 based on the obstacle reference position and the measured position of the obstacle on the track, and determine whether it meets the criteria for being identified as AT or UT, thereby determining the train type corresponding to the obstacle train.

[0122] In one embodiment, step S603, which involves determining the train type corresponding to the obstacle train based on the obstacle reference position and the measured obstacle position, includes:

[0123] If the measured position of the obstacle is larger than the reference position of the obstacle, then the train type corresponding to the obstacle train is determined to be an automatic train.

[0124] If the measured position of the obstacle is not greater than the reference position of the obstacle, then the train type corresponding to the obstacle train is determined to be a non-equipment train.

[0125] For example, when there is an obstacle train within the target detection range, the measured obstacle position Pb and the obstacle reference position Pc can be compared. If the measured obstacle position Pb is greater than the obstacle reference position Pc (i.e., Pb>Pc), it is determined that the measured obstacle position Pb is much greater than the obstacle reference position Pc. This can be interpreted as the obstacle train traveling at a relatively high speed between the previous time T0 and the current time T1, exceeding the maximum speed of non-equipped trains. Therefore, the train type corresponding to the obstacle train can be directly determined to be an automatic train, thereby determining that there are no unknown risk trains within the target detection range, and setting the train screening flag corresponding to the target train as the screening pass flag.

[0126] For example, when there is an obstacle train within the target detection range, the measured obstacle position Pb and the obstacle reference position Pc can be compared. If the measured obstacle position Pb is not greater than the obstacle reference position Pc (i.e., Pb≤Pc), it is determined that the measured obstacle position Pb does not exceed the obstacle reference position Pc. This can be interpreted as the obstacle train traveling at a slower speed between the previous time T0 and the current time T1, and the probability that it is an automatic train is low. Therefore, the train type corresponding to the obstacle train can be determined to be a non-equipped train, and thus it can be determined that there is an unknown risk train within the target detection range. The train screening flag corresponding to the target train is set as the screening failure flag.

[0127] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0128] In one embodiment, a screening controller is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the train screening method described in the above embodiment, for example... Figure 2 As shown in S201-S205, or Figures 3 to 6 As shown in the figure, to avoid repetition, it will not be repeated here.

[0129] In one embodiment, a train signaling system is provided, which includes the aforementioned filtering controller. The filtering controller is a zone controller or an onboard controller, and can execute the train filtering method described in the above embodiment, for example... Figure 2 As shown in S201-S205, or Figures 3 to 6 As shown in the figure, to avoid repetition, it will not be repeated here.

[0130] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. This computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and RAMbus dynamic RAM (RDRAM), etc.

[0131] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0132] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A train screening method, characterized in that, include: Real-time acquisition of the train location corresponding to the target train; Obstacle detection is performed on the target detection range corresponding to the target train, and the obstacle detection results are obtained; Based on the obstacle detection results and the train position, determining whether there is an unknown risk train within the target detection range includes: determining the measured obstacle position corresponding to the obstructing train based on the current vehicle distance and the current train position; determining the reference obstacle position corresponding to the obstructing train based on the previous vehicle distance and the previous train position; if the measured obstacle position is greater than the reference obstacle position, then the train type corresponding to the obstructing train is determined to be an automated train; if the measured obstacle position is not greater than the reference obstacle position, then the train type corresponding to the obstructing train is determined to be a non-equipped train. If there are no unknown risk trains within the target detection range, then a train screening identifier is set for the target train; If there are unknown risk trains within the target detection range, then no train screening identifier will be set for the target train.

2. The train screening method as described in claim 1, characterized in that, The step of performing obstacle detection within the target detection range corresponding to the target train and obtaining obstacle detection results includes: Obstacle detection is performed within the target detection range corresponding to the target train; If there are no obstacles within the target detection range, then obtain the obstacle detection result for the absence of obstacles; If there is an obstacle within the target detection range, the current obstacle image is acquired, and the similarity between the current obstacle image and an existing train image is calculated to obtain the image similarity. If the image similarity is greater than the target similarity, then the obstacle detection result of the train with the obstacle is obtained; If the image similarity is not greater than the target similarity, then the obstacle detection result for the presence of a non-obstacle train is obtained.

3. The train screening method as described in claim 2, characterized in that, The step of determining whether there is an unknown risk train within the target detection range based on the obstacle detection results and the train position includes: If the obstacle detection result is that there is no obstacle, or if the obstacle detection result is that there is a non-obstacle train, then it is determined that there is no unknown risk train within the target detection range; If the obstacle detection result indicates the presence of an obstructing train, then the inter-vehicle distance between the obstructing train and the target train is obtained. Based on the inter-vehicle distance and the train's position, it is determined whether there is an unknown risk train within the target detection range.

4. The train screening method as described in claim 3, characterized in that, The step of determining whether there is an unknown risk train within the target detection range based on the obstacle detection results and the train position includes: Based on the workshop distance and the train position, determine the train type corresponding to the obstacle train; If the train type corresponding to the obstacle train is an automated train, then it is determined that there are no unknown risk trains within the target detection range; If the train type corresponding to the obstacle train is a non-equipment train, then it is determined that there is an unknown risk train within the target detection range.

5. The train screening method as described in claim 1, characterized in that, The step of determining the measured location of the obstacle corresponding to the obstructing train based on the current workshop distance and the current train position includes: The actual position corresponding to the detection range in front of the vehicle is calculated using the formula Pb=Pa1+L1. The distance between the vehicle and the train at the current moment is processed to obtain the actual position of the obstacle corresponding to the obstacle train. or, The measured position corresponding to the rear detection range is calculated using the formula Pb=Pa1-L1. The distance between the train and the vehicle at the current time is processed to obtain the measured position of the obstacle corresponding to the obstructing train. Where Pb is the measured position of the obstacle, Pa1 is the train position at the current moment, and L1 is the inter-vehicle distance at the current moment.

6. The train screening method as described in claim 1, characterized in that, The step of determining the obstacle reference position corresponding to the obstructing train based on the workshop distance and train position at the previous moment includes: The formula for calculating the reference position corresponding to the detection range in front of the vehicle is Pc=Pa0+L0+V. UT *T DC The workshop distance and train position corresponding to the previous moment are processed to obtain the reference position of the obstacle corresponding to the obstructing train. or, The formula for calculating the reference position corresponding to the rear detection range is Pc=Pa0-L0+V. UT *T DC The workshop distance and train position corresponding to the previous moment are processed to obtain the reference position of the obstacle corresponding to the obstructing train. Where Pc is the obstacle reference position, Pa0 is the train position at the previous moment, L0 is the inter-vehicle distance at the previous moment, and V... UT The maximum speed of non-equipped trains, T DC This is the current communication delay.

7. A screening controller, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the train screening method as described in any one of claims 1 to 6.

8. A train signaling system, characterized in that, Includes the screening controller as described in claim 7, wherein the screening controller is a regional controller or a vehicle-mounted controller.

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