A moving block train screening method, system, device and medium

Abstract

The embodiment of the specification provides a train screening method and system of mobile block, equipment and medium, wherein the method comprises the following steps: in response to position information sent by a train and station yard information sent by interlocking, it is determined that the maximum safe front position and the minimum safe front position of the train head are in the same axle counting section, the occupation of the next axle counting section in front is determined, and when it is judged that the manual front screening condition is met, manual front screening request information is sent to the vehicle-mounted controller to perform manual front screening operation, and after receiving confirmation completion information indicating that the train determines that there is no train within a certain range according to the lamp display state of the signal, the train is calculated for train operation permission. The safety hidden trouble problem caused by the too short auxiliary front screening distance or the driver's inability to accurately determine the display state of the entity signal at the front end of the section and cause misjudgment is solved.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a method, system, device and medium for selecting trains in moving block systems. Background Technology

[0002] The purpose of train screening is to ensure that there are no hidden trains in front of or behind the main train. It is one of the necessary prerequisites for the RBC system to calculate the train operation permission. The RBC subsystem determines whether the auxiliary front screening conditions are met based on the train's reported location information, operating mode, and interlocking input section occupancy / idle information. When the conditions are met, it sends an auxiliary front screening request to the onboard controller and prompts the driver to confirm through the onboard DMI device, thus assisting the RBC in completing the function of front-end train screening.

[0003] In existing technologies, the driver can visually observe and determine whether there are other trains in the section ahead based on the status of ground signals, which assists the RBC in performing the function of pre-train screening, thereby calculating the train's travel permit in advance, completing the train upgrade, and greatly improving the efficiency of train upgrade.

[0004] However, the following problems exist:

[0005] (1) It does not take into account that when manually screening in front, the signal is installed on the ground and is limited by terrain such as curves and tunnels, or by weather conditions, which makes it difficult for the driver to see the signal and determine its color. It is extremely dangerous to rely solely on ground signals to judge the vacancy status of the section ahead.

[0006] (2) The RBC inspection train reported that there was a physical train signal ahead of the section where the maximum safety distance was reported. The distance between the train signal and the maximum safety distance reported by the train was less than the configured value, i.e. the auxiliary front screening distance. However, the train distance measurement error could reach up to 200m. This means that the signal ahead of the section where the maximum safety distance was reported may not be the signal closest to the driver's line of sight, which may lead to the driver's misjudgment and pose a safety hazard. Summary of the Invention

[0007] To overcome the problems existing in the related technologies, this disclosure provides a train screening method and system for moving block systems to solve the technical problems in the prior art.

[0008] According to a first aspect of the present disclosure, a train screening method for moving block systems is provided, comprising:

[0009] In response to the position information sent by the train and the station information sent by the interlocking system, it is determined that the maximum safe forward position and the minimum safe forward position of the train's locomotive are both in the same axle counting section, and the occupancy status of the next axle counting section ahead is determined.

[0010] When the conditions for manual pre-screening are met, a manual pre-screening request message is sent to the on-board controller to perform the manual pre-screening operation. After receiving confirmation information indicating that there are no trains in a certain range ahead based on the signal light display status, the train calculates the driving permission for the train.

[0011] The artificial pre-screening conditions include:

[0012] The maximum and minimum safe forward positions of the vehicle's front end are both located in the same axle counting section;

[0013] The axle counting section where the locomotive is located is the first axle counting section outside the first signal in front, and the protection direction of the signal is the same as the direction of train operation;

[0014] The next axle counting section ahead is currently unoccupied.

[0015] Furthermore, the manual pre-screening operation includes:

[0016] Based on the pre-screening request information, the system receives confirmation from the driver via the human-machine interface (DMI) that there are no trains within a certain range in front of the train, that there is a physical train signal in front of the locomotive and that the color of the signal matches the determined color, and that there are no foreign objects encroaching on the distance between the locomotive and the signal position. The system then generates and sends a confirmation completion message.

[0017] Furthermore, determining the occupancy status of the next axle counting section also includes:

[0018] If the RBC cannot determine whether the next axle counting section ahead is idle, the driver will use the electronic map data configuration to find the next axle counting section ahead and check whether the interlocking report indicates that it is idle.

[0019] Furthermore, after receiving confirmation from the driver that the operation has been completed, the vehicle controller presents a second manual pre-screening request confirmation through the human-machine interface (DMI).

[0020] After receiving confirmation from the driver that the operation is complete, generate a confirmation message and send it.

[0021] According to a second aspect of the present disclosure, another method for train selection in moving block systems is provided, comprising:

[0022] Send the current train position information to the Radio Block Center (RBC);

[0023] Receive manual pre-screening request information. The manual pre-screening request information is sent by RBC based on the station information reported by the interlocking system when the maximum safe front position and the minimum safe front position of the train's head are both in the same axle counting section, and the occupancy of the next axle counting section ahead meets the conditions for manual pre-screening.

[0024] The manual pre-screening request confirmation is presented through the DMI (Digital Machine Interface).

[0025] The driver confirms that there are no trains ahead within a certain range based on the signal light display status, generates confirmation information, and sends it to the Radio Block Center (RBC).

[0026] The artificial pre-screening conditions include:

[0027] The maximum and minimum safe forward positions of the vehicle's front end are both located in the same axle counting section;

[0028] The axle counting section where the locomotive is located is the first axle counting section outside the first signal in front, and the protection direction of the signal is the same as the direction of train operation;

[0029] The next axle counting section ahead is currently unoccupied.

[0030] Furthermore, the manual pre-screening operation includes:

[0031] Based on the pre-screening request information, the system receives confirmation from the driver via the human-machine interface (DMI) that there are no trains within a certain range in front of the train, that there is a physical train signal in front of the locomotive and that the color of the signal matches the determined color, and that there are no foreign objects encroaching on the distance between the locomotive and the signal position. The system then generates and sends a confirmation completion message.

[0032] Furthermore, after receiving confirmation from the driver that the operation has been completed, a second manual pre-screening request confirmation is presented through the human-machine interface (DMI).

[0033] After receiving confirmation from the driver that the operation is complete, generate a confirmation message and send it.

[0034] According to a third aspect of the present disclosure, a moving block train screening system is provided, characterized in that it includes interlocking, an onboard controller, and a radio block center (RBC), wherein:

[0035] The interlocking is used to send station information;

[0036] The Radio Block Center (RBC) is used to implement the method described in the first aspect above.

[0037] The vehicle controller is used to implement the method described in the second aspect above.

[0038] This specification provides a computer device according to one or more embodiments, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the train selection method for moving block described in the first or second aspect above.

[0039] This specification provides one or more embodiments of a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the moving block train selection method described in the first or second aspect above.

[0040] The technical solutions provided by the embodiments of this disclosure can include the following beneficial effects: By using the maximum and minimum safe forward positions of the train head to be in the same axle counting section as the RBC auxiliary screening condition, the auxiliary forward screening distance is increased. This ensures that during the process from the RBC judgment meeting the manual forward screening condition to the onboard controller receiving the manual forward screening request information and executing the signal judgment, the signal ahead of the train in the section is the same signal as the signal closest to the visual distance. This ensures that the visual reference signal is consistent with the RBC reference signal, ensuring the accuracy of the auxiliary forward screening. Furthermore, the driver can complete the forward screening more timely, safely, and reliably based on the prompt information and the locomotive signal configured on the train that can display the same signal status as the ground signal. This effectively solves the problem of driving danger caused by the driver's inability to determine the signal light display status on the section due to weather or distance issues. It also enables the train upgrade in advance, reducing the driver's driving pressure. This method uses onboard DMI equipment to assist in the confirmation operation and completes the train forward screening in advance, which not only greatly improves the efficiency of continuous departures within the station but also improves the efficiency of rapid upgrade operation of downgraded trains in the section, ensuring the safety and reliability of line operation. Attached Figure Description

[0041] To more clearly illustrate the technical solutions in one or more embodiments of this specification or in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this specification. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0042] Figure 1 A flowchart illustrating a moving block train selection method provided for one or more embodiments of this specification;

[0043] Figure 2 A flowchart illustrating another moving block train selection method provided in one or more embodiments of this specification;

[0044] Figure 3 A block diagram of a moving block train screening system provided for one or more embodiments of this specification;

[0045] Figure 4 This is a schematic diagram of the structure of a computer device provided for one or more embodiments of this specification. Detailed Implementation

[0046] To enable those skilled in the art to better understand the technical solutions in one or more embodiments of this specification, the technical solutions in one or more embodiments of this specification will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this specification, and not all of the embodiments. Based on one or more embodiments of this specification, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of this invention.

[0047] The present invention will now be described in detail with reference to specific embodiments and accompanying drawings.

[0048] Method Example 1

[0049] According to embodiments of the present invention, a train selection method for moving block systems is provided, such as... Figure 1 The diagram shown is a flowchart of the moving block train selection method provided in this embodiment. The moving block train selection method according to this embodiment is executed by the Radio Block Center (RBC) and includes:

[0050] Step S11: In response to the position information sent by the train and the station information sent by the interlocking system, determine that the maximum safe forward position and the minimum safe forward position of the train's locomotive are both in the same axle counting section, and determine the occupancy status of the next axle counting section ahead; wherein, based on the current position information of the train, the axle counting sections where the train's locomotive, maximum safe forward position, and minimum safe forward position are located can be obtained, the next axle counting section ahead can be determined, and then compared with the axle counting section occupancy information, the occupancy status of the next axle counting section ahead can be obtained.

[0051] Step S12: When the conditions for manual pre-screening are met, send a manual pre-screening request message to the vehicle controller to perform the manual pre-screening operation.

[0052] Step S13: After receiving confirmation information indicating that there are no trains ahead within a certain range based on the signal light display status, calculate the train's travel permit.

[0053] The artificial pre-screening conditions include:

[0054] The maximum and minimum safe forward positions of the vehicle's front end are both located in the same axle counting section;

[0055] The axle counting section where the locomotive is located is the first axle counting section outside the first signal in front, and the protection direction of the signal is the same as the direction of train operation;

[0056] The next axle counting section ahead is currently unoccupied.

[0057] The method provided in this embodiment increases the auxiliary screening distance by using the maximum and minimum safe forward positions of the train head being in the same axle counting section as the RBC auxiliary screening condition. This ensures that during the process from the RBC judgment meeting the manual screening condition to the onboard controller receiving the manual screening request information and executing the signal judgment, the signal ahead of the train in the section and the signal closest to the visual distance are the same signal. This ensures that the visual reference signal and the RBC reference signal are consistent, thus ensuring the accuracy of the auxiliary screening. Furthermore, the driver can complete the front-end screening more promptly, safely, and reliably by following the prompts and using the locomotive signal configured on the train that can display the same signal status as the ground signal. This effectively solves the problem of driving danger caused by the driver's inability to determine the signal light display status on the section due to weather or distance issues. It enables train upgrades in advance, reducing the driver's workload. This method uses onboard DMI equipment to assist in the confirmation operation and completes the train front-end screening in advance, which not only greatly improves the efficiency of continuous departures within the station but also improves the efficiency of rapid upgrade operation of downgraded trains in the section, ensuring the safety and reliability of line operation.

[0058] In some embodiments, to ensure that the train screening problem can be solved quickly and safely under any circumstances, the driver confirms the auxiliary screening conditions. Even if the train is in a section where a hidden car cannot be identified, the driver determines the occupancy status of the next axle counting section ahead by checking the locomotive signal light status of the DMI system. It is also necessary to judge the factors around the train that may affect the train upgrade, assisting the RBC system to complete the front-end screening of the train in advance. The specific manual front-end screening operation includes:

[0059] Based on the pre-screening request information, the system receives confirmation from the driver via the human-machine interface (DMI) that there are no trains within a certain range in front of the train, that there is a physical train signal in front of the locomotive and that the color of the signal matches the determined color, and that there are no foreign objects encroaching on the distance between the locomotive and the signal position. The system then generates and sends a confirmation completion message.

[0060] In some embodiments, trains depart continuously within a station, and the information of the preceding section cannot be clearly determined based on the physical topology, resulting in the inability to provide auxiliary forward screening. For example, at a switch intersection, the RBC can determine whether the current switch is in the correct or reverse position, but it cannot determine whether the next section is available, thus making it impossible to clearly determine whether the preceding section is available. In order to optimize the upgrade scheme, upgrade in advance, and improve train operation efficiency, this embodiment also includes the following steps:

[0061] Step S14: When the RBC cannot determine whether the next axle counting section ahead is idle, the driver searches for the next axle counting section ahead through the electronic map data configuration and checks whether the interlocking report indicates that it is idle.

[0062] In some embodiments, in order to ensure that the confirmation completion information sent by the driver is correct and valid, and to exclude the confirmation completion operation that was not triggered by the driver's misoperation, the vehicle controller, after receiving the driver's confirmation completion information, presents a second manual pre-screening request confirmation through the human-machine interface (DMI).

[0063] After receiving confirmation from the driver that the operation is complete, generate a confirmation message and send it.

[0064] In this embodiment, the conditions for the assisted pre-screening application to be met and the specific scenarios in which the driver performs manual pre-screening operations are described below through specific scenarios.

[0065] I. RBC Assisted Pre-screening Application;

[0066] The RBC checks the location information reported by the train and the station information reported by the interlocking system. When an auxiliary pre-screening request needs to meet all of the following conditions, the RBC sends an auxiliary pre-screening request to the onboard equipment:

[0067] ①The RBC inspection train reported that the positions before the maximum safety threshold and the minimum safety threshold were both in the same section;

[0068] ② The maximum safe distance reported by the RBC inspection train is ahead of a physical train signal, such as an entry signal, exit signal, or section signal. The section where the train head is located is the first section outside the first signal ahead, and the protection direction of the signal is the same as the direction of train operation.

[0069] ③ The RBC checks the maximum safe forward position reported by the train and the interlocking report of the adjacent section ahead is idle; if the query of the adjacent section ahead fails based on the turnout setting / reversal information reported by the interlocking, it is necessary to configure the search for the physical section ahead according to the electronic map data and check the interlocking report for idleness.

[0070] II. Confirmation of Pre-screening Assistance Application;

[0071] The auxiliary screening request is divided into two categories based on the reported location of the train head: within a section and within a station. The following section will explain the confirmation process for the auxiliary screening request in each of these two categories.

[0072] (1) When the maximum safe forward position reported by the RBC inspection train is within the station;

[0073] Two confirmation requests for assisted pre-screening can only be made through the DMI (Digital Machine Interface) when all of the following conditions are met:

[0074] ① There is a physical train signal in front of the locomotive, such as an entry signal, exit signal, or section signal, as a reference benchmark, and the protection direction of the signal is the same as the direction of train operation.

[0075] ② Confirm that there are no hidden locomotives at the distance between the locomotive's front and the signal position.

[0076] ③ Confirm that there are no foreign objects encroaching on the distance between the locomotive's front and the signal position.

[0077] (2) When the maximum safe forward position reported by the RBC inspection train is in the section;

[0078] When the confirmation of the pre-screening assistance request requires either of the following two conditions to be met, the driver can confirm the pre-screening assistance request twice through the DMI (Digital Machine Interface):

[0079] Scenario 1: The signal is visible within the section's visual range.

[0080] ① There is a physical train signal, such as an entry signal, exit signal, or section signal, in front of the locomotive head as a reference, and the protection direction of the signal is the same as the direction of train operation.

[0081] ② Confirm that there are no hidden locomotives at the distance between the locomotive's front and the signal position.

[0082] ③ Confirm that there are no foreign objects encroaching on the distance between the locomotive's front and the signal position.

[0083] Scenario 2: The signal ahead cannot be observed within the visual range of the section:

[0084] ① There is a physical train signal, such as an entry signal, exit signal, or section signal, in front of the locomotive head as a reference, and the protection direction of the signal is the same as the direction of train operation.

[0085] ② When the status of the forward signal cannot be observed visually, the condition for the train to depart from the station is determined by the signal of the locomotive signal. The specific condition for the train to depart from the station is that the locomotive signal must be showing a yellow light or higher (yellow light, yellow-green light, green light).

[0086] Specifically, the status of the signal displays before the four automatic block sections is as follows:

[0087] A green light: Allows the train to depart from the station, indicating that there are at least three block sections ahead that are clear;

[0088] A green light and a yellow light: This indicates that the train is permitted to depart from the station, meaning that there are at least two block sections ahead that are clear.

[0089] A yellow light: The train is permitted to depart from the station, indicating that there is at least one block section ahead that is clear;

[0090] A red light: Trains are not permitted to pass this signal.

[0091] Two green lights: This indicates that the train is permitted to depart from the station and proceed to the semi-automatic block section;

[0092] When used as a shunting signal, a white light indicates permission to shunt across the signal.

[0093] Furthermore, the machine displays of the signals at both ends of the automatic block section indicate the specific train speed limits, specifically:

[0094] In sections where train speeds exceed 120 km / h, when automatic block signaling is displayed using speed difference, the signal display has a clear speed meaning. For example, when the speed is decomposed into 140 km / h, 110 km / h, and 0 km / h, the speed meaning displayed by the signal is generally expressed as: green light 160-140 km / h, green-yellow light 140-110 km / h, yellow light 110-0 km / h, and double yellow light 50-0 km / h.

[0095] The distance between yellow and red lights must satisfy the following: emergency braking distance from 110 to 0 km / h, travel distance within the equipment's response time, and travel distance within the accessory's time interval.

[0096] The braking distance between green / yellow lights and the yellow light should meet the following requirements: a typical braking distance from 110 km / h to 140 km / h. Since there is little difference in the initial speed indicated by the green and green / yellow lights, it is only necessary to confirm the distance traveled within the signal time.

[0097] The following conditions should be met between yellow lights and double yellow lights: the sum of the commonly used braking distance from 110 to 50 km / h and the travel distance within the equipment's response time.

[0098] The following conditions must be met between green / yellow lights and double yellow lights: the sum of the usual braking distance from 140 km / h to 50 km / h, the travel distance within the signal confirmation time, and the travel distance within the equipment response time. If the leading signal displays green / yellow, the trailing signal may display yellow or double yellow, without a clear warning to reduce speed to 50 km / h. When the train travels from a green light to a double yellow light, the driver needs to confirm the timing of the preceding signal.

[0099] Method Example 2

[0100] like Figure 2 As shown, this embodiment provides another train selection method for moving block systems. Figure 2 This is a flowchart of another moving block train selection method provided in this embodiment. The moving block train selection method according to this embodiment of the invention is executed by an onboard controller and includes:

[0101] Step S21: Send the current train position information to the Radio Block Center (RBC);

[0102] Step S22: Receive manual pre-screening request information. The manual pre-screening request information is sent by RBC based on the station information reported by the interlocking system when the maximum safe front position and the minimum safe front position of the train's head are both in the same axle counting section, and the occupancy of the next axle counting section ahead meets the conditions for manual pre-screening. The manual pre-screening request confirmation is presented through the human-machine interface (DMI).

[0103] Step S23: Receive confirmation from the driver that there are no trains ahead within a certain range based on the signal light display status, generate confirmation completion information and send it to the Radio Block Center (RBC).

[0104] The artificial pre-screening conditions include:

[0105] The maximum and minimum safe forward positions of the vehicle's front end are both located in the same axle counting section;

[0106] The axle counting section where the locomotive is located is the first axle counting section outside the first signal in front, and the protection direction of the signal is the same as the direction of train operation;

[0107] The next axle counting section ahead is currently unoccupied.

[0108] In this embodiment, the method is executed by the onboard controller. By using the maximum and minimum safe forward positions of the train head being in the same axle counting section as the RBC auxiliary screening condition, the auxiliary forward screening distance is increased. This ensures that from the time the RBC judgment meets the manual forward screening condition until the onboard controller receives the manual forward screening request information and executes the signal judgment, the signal ahead of the train in the section and the signal closest to the viewpoint are the same signal. This ensures that the visually referenced physical signal is consistent with the RBC reference signal. In addition, the driver can also complete the forward screening more timely, safely, and reliably based on the prompt information and the signal status displayed by the train's configured signals and the ground signals. This effectively solves the problem of driving danger caused by the driver's inability to determine the status of the signal lights on the section due to weather or distance issues. It enables train upgrades in advance and reduces the driver's driving pressure. This method, through the assistance of onboard DMI equipment to confirm the operation, completes the train forward screening in advance, which not only greatly improves the efficiency of continuous train departures within the station, but also improves the efficiency of rapid upgrade of downgraded trains in the section, ensuring the safety and reliability of line operation.

[0109] In some preferred embodiments of this example, to ensure that the train screening problem can be solved quickly and safely under any circumstances, the driver confirms the auxiliary screening conditions. Even if the train is in a section where a hidden car cannot be identified, the driver determines the occupancy status of the next axle counting section ahead by checking the locomotive signal light display status of the DMI system. It is also necessary to judge the factors around the train that may affect the train upgrade, assisting the RBC system to complete the front-end screening of the train in advance. The specific manual front-end screening operation includes:

[0110] Based on the pre-screening request information, the system receives confirmation from the driver via the human-machine interface (DMI) that there are no trains within a certain range in front of the train, that there is a physical train signal in front of the locomotive and that the color of the signal matches the determined color, and that there are no foreign objects encroaching on the distance between the locomotive and the signal position. The system then generates and sends a confirmation completion message.

[0111] In this preferred embodiment, in order to ensure that the confirmation completion information sent by the driver is correct and valid, and to rule out that the confirmation completion operation was not triggered by the driver's mistake, the vehicle controller, after receiving the driver's confirmation completion information, presents a second manual pre-screening request for confirmation through the human-machine interface (DMI).

[0112] After receiving confirmation from the driver that the operation is complete, generate a confirmation message and send it.

[0113] System Implementation Examples

[0114] According to embodiments of the present invention, a moving block train screening system is provided, such as... Figure 3The diagram shown is a block diagram of a moving block train screening system provided in this embodiment. The moving block train screening system according to this embodiment includes an interlocking system 20, an onboard controller 40, and a radio block center (RBC) 60, wherein:

[0115] The interlock 20 is used to send station information;

[0116] The Radio Block Center (RBC60) is used to implement the method of Embodiment 1, including responding to the position information sent by the train and the station information sent by the interlocking 20, determining that the maximum and minimum safe forward positions of the train's locomotive are both in the same axle counting section, and the occupancy status of the next axle counting section ahead; wherein, based on the train's current position information, the axle counting sections where the train's locomotive, maximum and minimum safe forward positions are located can be obtained, the next axle counting section ahead can be determined, and then compared with the axle counting section occupancy information, i.e., the occupancy status of the next axle counting section ahead can be obtained; when it is determined that the maximum and minimum safe forward positions of the locomotive are both in the same axle counting section, and the occupancy status of the next axle counting section ahead meets the conditions for manual pre-screening, a manual pre-screening request information is sent to the on-board controller to perform manual pre-screening operation; and after receiving confirmation information indicating that the train has determined that there are no trains within a certain range ahead based on the signal display status, a train operation permit is calculated for the train.

[0117] The onboard controller 40 is used to implement the method of embodiment two, including sending the current train position information to the Radio Block Center 60; receiving a manual pre-screening request, which is sent by the RBC based on the station information reported by the interlocking system when the conditions for manual pre-screening are met; presenting confirmation of the manual pre-screening request through the human-machine interface (DMI); and receiving confirmation from the driver that there are no trains within a certain range ahead based on the signal light display status, generating confirmation completion information and sending it to the Radio Block Center 60.

[0118] The system provided in this embodiment includes RBC-assisted screening conditions, which increase the auxiliary front screening distance by ensuring that the maximum and minimum safe front positions of the train's head are both within the same axle counting section. This ensures that from the time the RBC determines that the manual front screening conditions are met until the onboard controller receives the manual front screening request information and executes the signal judgment, the signal ahead of the train in the section where it is traveling is the same signal as the closest visually accessible signal. This ensures that the visual reference signal and the RBC reference signal are consistent, thus ensuring the accuracy of the auxiliary front screening. Furthermore, the driver can complete the front screening more promptly, safely, and reliably by following the prompts and using the locomotive signals configured on the train that can display the same signal status as the ground signals. This effectively solves the problem of driving hazards caused by the driver's inability to determine the status of the signal lights on the section due to weather or distance issues, enabling early train upgrades and reducing the driver's workload.

[0119] like Figure 4 As shown, the present invention also provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, it implements the train selection method of moving block in Embodiment 1 or Embodiment 2 described above, or when the computer program is executed by a processor, it implements the train selection method of moving block in Embodiment 1 or Embodiment 2 described above.

[0120] 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. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it 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 memory bus dynamic RAM (RDRAM), etc.

[0121] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, for apparatus or system embodiments, since they are basically similar to method embodiments, the description is relatively simple, and relevant parts can be referred to the description of the method embodiments. The apparatus and system embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0122] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them. 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 or all of the technical features. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention, and the contents not described in detail in the specification of the present invention are well known to those skilled in the art.

Claims

1. A moving-block train screening method, characterized by, The application comprises: In response to the position information sent by the train and the station yard information sent by the interlocking, it is determined that the maximum safe front position and the minimum safe front position of the train head are in the same axle counting section, and the occupation of the next axle counting section in front is determined; When the manual front screening condition is met, the manual front screening request information is sent to the on-board controller for manual front screening operation, and after receiving the confirmation completion information indicating that the train determines that there is no train within a certain range in front of the signal according to the light display state of the signal, the train is calculated for the train operation permit; The manual front screening condition comprises: The maximum safe front position and the minimum safe front position of the train head are in the same axle counting section; The axle counting section where the train head is located is the first axle counting section outside the first signal in front, and the signal protection direction is the same as the train running direction; The occupation of the next axle counting section in front is idle; The determination of the occupation of the next axle counting section in front further comprises: When the RBC cannot query to determine whether the next axle counting section in front is idle, the driver searches for the next axle counting section in front through the electronic map data configuration, and checks whether the interlocking report is idle.

2. The moving-block train screening method of claim 1, wherein, The manual front screening operation comprises: According to the manual front screening request information, the driver confirms through the human-machine interaction interface DMI that there is no train within a certain range in front of the train, whether there is a physical train signal in front of the train head and the signal color is consistent with the determined color, and whether there is any foreign matter intrusion between the train head and the signal position, generates confirmation completion information and sends it.

3. The method of claim 1 or 2, wherein the moving-block train screening method is characterized by, After receiving the driver's confirmation completion operation information, the on-board controller presents the second manual front screening request confirmation through the human-machine interaction interface DMI; After receiving the driver's confirmation completion operation information again, the confirmation completion information is generated and sent.

4. A moving-block train screening method characterized by, The application comprises: Sending the current train position information to the radio block center RBC; Receiving the manual front screening request information, which is sent by the RBC according to the station yard information reported by the interlocking when the maximum safe front position and the minimum safe front position of the train head are in the same axle counting section, and the occupation of the next axle counting section in front meets the manual front screening condition; Presenting the manual front screening request confirmation through the human-machine interaction interface DMI; Receiving the driver's confirmation completion operation that determines that there is no train within a certain range in front of the signal according to the light display state of the signal, generating confirmation completion information and sending it to the radio block center RBC; The manual front screening condition comprises: The maximum safe front position and the minimum safe front position of the train head are in the same axle counting section; The axle counting section where the train head is located is the first axle counting section outside the first signal in front, and the signal protection direction is the same as the train running direction; The occupation of the next axle counting section in front is idle; The occupation of the next axle counting section in front further comprises: When the RBC cannot query to determine whether the next axle counting section in front is idle, the driver searches for the next axle counting section in front through the electronic map data configuration, and checks whether the interlocking report is idle.

5. The method of claim 4, wherein the moving-block train screening method is characterized by, The manual front screening operation comprises: According to the artificial front screening request information, the driver's confirmation operation information is received through the human-computer interaction interface DMI, the driver confirms that there is no train in a certain range in front of the train, whether there is a physical train signal in front of the locomotive and the signal color is consistent with the determined color, and whether there is any foreign matter invading the position between the locomotive and the signal, the confirmation completion information is generated and sent.

6. The method of claim 4 or 5, wherein, After receiving the driver's confirmation operation information, the second artificial front screening request confirmation is presented through the human-computer interaction interface DMI; After receiving the driver's confirmation operation information again, the confirmation completion information is generated and sent.

7. A moving-block train screening system characterized by, The system comprises interlocking, on-board controller and radio block center RBC, wherein: The interlocking is used to send station yard information; The radio block center RBC is used to implement the method of any one of claims 1-3; The on-board controller is used to implement the method of any one of claims 4-6.

8. Computer device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that, The processor executes the computer program to implement the moving block train screening method of any one of claims 1-3 or 4-6.

9. A computer-readable storage medium storing a computer program, the computer program comprising instructions that, when executed by a computer, cause the computer to perform the method of any one of claims 1 to 8. The computer program is executed by the processor to implement the steps of the moving block train screening method of any one of claims 1-3 or 4-6.

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