Head and tail screening method, system, device and medium for coupling a consist train

Abstract

This invention relates to a method, system, device, and medium for head and tail screening of coupled trains. The method includes: S1, configuring a static screening area offline; S2, acquiring turnout status information on the track and updating the validity of the static screening area; S3, acquiring the coupling status of the current train at the corresponding end, the stationary status of the current train, the positioning information of the current train, the location information of the far-end train in the train formation associated with the current train, and the positioning information of the far-end train, as well as the train formation type associated with the current train; S4, combining the static screening area validity information and the information acquired in S3 to determine whether the train meets the static screening conditions at the corresponding end. If the screening conditions are met and can maintain at least the occupancy detection delay time of the area controller, then the current train can undergo train screening at the corresponding end; S5, executing the train screening operation. Compared with the prior art, this invention solves the head and tail screening problem of multi-train formations and improves the availability and flexibility of the system.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a method, system, equipment, and medium for selecting the head and tail of coupled trains. Background Technology

[0002] In rail transit technology, after a train has been positioned, it is usually necessary to check whether there are any hidden non-communication trains at its head or tail. This process is called train head and tail screening.

[0003] Completing the initial and final screening of a train is a prerequisite for upgrading it to CBTC mode. The train screening methods are divided into static screening and dynamic screening. Static screening is for communication trains that are not moving, while dynamic screening is for communication trains that are moving.

[0004] A search revealed Chinese invention patent application CN110789583A, which discloses a train handover method for overlapping jurisdiction areas. The method includes: when a train's safety envelope enters the overlapping jurisdiction area, sending station and train information within the overlapping jurisdiction area of ​​the takeover ZC periodically, and simultaneously receiving station and train information within the overlapping jurisdiction area of ​​the takeover ZC periodically; when the movement authorization reaches the handover boundary, sending train status information to the takeover ZC periodically for train handover; after the takeover ZC receives the train handover status information and can calculate the movement authorization within its own range, receiving the train takeover status information sent by the takeover ZC periodically; calculating the movement authorization extending to the overlapping jurisdiction area of ​​the takeover ZC based on the station and train information sent by the takeover ZC and sending it to the train; and disconnecting the safety connection with the train after the train's minimum safety end crosses the handover boundary. However, the above technology only discloses static screening of single-unit communication trains using the area controller ZC, which is insufficient to meet the static screening problem of supporting multi-unit trains after train coupling.

[0005] Therefore, there is an urgent need to design a head and tail selection method applicable to coupled trains. Summary of the Invention

[0006] The purpose of this invention is to overcome the shortcomings of the existing technology by providing a method, system, equipment, and medium for screening the head and tail of coupled trains, solving the problem of screening the head and tail of multi-train sets, and improving the availability and flexibility of the system.

[0007] The objective of this invention can be achieved through the following technical solutions:

[0008] According to a first aspect of the present invention, a method for selecting the head and tail of a coupled train is provided, the method comprising the following steps:

[0009] Step S1: Configure the static filtering area offline;

[0010] Step S2: Obtain the status information of the turnouts on the track and update the validity of the static filtering area;

[0011] Step S3: Obtain the coupling status of the current train at the corresponding end, the stationary status of the current train, the positioning information of the current train, the remote train in the train formation associated with the current train and the positioning information of the remote train, and the train formation type associated with the current train.

[0012] Step S4: Combine the static screening area validity information and the information obtained in step S3 to determine whether the train meets the static screening conditions of the corresponding end. If the screening conditions are met and the area controller can maintain at least the occupancy detection delay time, then the current train can perform train screening at the corresponding end.

[0013] Step S5: Perform the train screening operation.

[0014] Preferably, the configuration information of the static screening area in step S1 includes the start and end points of the static screening area, the list of turnouts inside the static screening area, and the list of train formation types that match the static screening area.

[0015] Preferably, the start and end points of the static screening region are the boundary points of the physical segment, and the constraint condition for the length of the static screening region is:

[0016] The length of the static screening area is less than the first calculation result; the first calculation result is the minimum train formation length associated with the static screening area, plus the minimum train length of the line, minus the maximum distance the train runs on the secondary detection equipment before ensuring safe detection of the train, and minus the fuzzy section at the joint of the secondary detection equipment.

[0017] Preferably, the maximum distance the train travels on the secondary detection device before ensuring safe detection of the train is set to the distance between the outer end of the train and the second axle of the train.

[0018] Preferably, the fuzzy segment at the joint of the secondary detection device is the maximum value among all secondary detection devices.

[0019] Preferably, the turnout list information within the static screening area includes the turnout number information and the location information of the turnout when the static screening area is connected.

[0020] Preferably, step S2 specifically involves: obtaining the turnout status information on the line sent by the interlocking equipment; if all turnouts within the static screening area are in the desired position configured offline, the static screening area is determined to be valid; otherwise, the static screening area is determined to be invalid.

[0021] Preferably, the information acquisition in step S3 specifically involves:

[0022] For train head selection: obtain the coupling status of the current train head, and the train head selection requires that the train head is in an uncoupled state; the positioning information of the current train is the minimum head position of the current train; determine the external end of the remote train based on whether the current train and the remote train are in the same direction: if the current train and the remote train are in the same direction, then the external end of the remote train is the minimum tail position of the remote train; if the current train and the remote train are in opposite directions, then the external end of the remote train is the maximum head position of the remote train.

[0023] For train tail section filtering: Obtain the coupling status of the current train tail section. Train tail section filtering requires the train tail section to be in an uncoupled state. The current train's positioning information is: the maximum tail position of the train. The external end of the remote train is determined based on whether the current train and the remote train are in the same direction. If the current train and the remote train are in the same direction, the external end of the remote train is the maximum head position of the remote train. If the current train and the remote train are in opposite directions, the external end of the remote train is the minimum tail position of the remote train.

[0024] Preferably, in step S4, the train meets the static screening conditions for the head of the train, including: the head of the train is not coupled and the train is stationary; the train formation associated with the train is valid and the minimum head of the train and the external end of the far-end train in the train formation are in the same static screening area; the formation type associated with the train is in the list of valid train formation types in the static screening area.

[0025] Preferably, in step S4, the train meets the following static screening conditions: the rear of the train is not coupled and the train is stationary; the train formation associated with the train is valid and the maximum rear position of the train and the external end of the far-end train in the train formation are in the same static screening area; the train formation type associated with the train is in the list of valid train formation types in the static screening area.

[0026] Preferably, the occupancy detection delay of the area controller in step S4 is specifically the time from the train cross-pressure secondary detection device to the area controller detecting that the secondary detection device is occupied.

[0027] Preferably, the train head screening operation performed in step S5 specifically includes:

[0028] If the safety envelope of the non-communication train in front of the current train is completely within the static screening area, it will be deleted directly.

[0029] If a non-communication train ahead of the current train is partially located within the static screening area, it is compressed to the boundary of the static screening area. Whether it can be deleted depends on whether the non-communication train envelope after compression is completely cleared. If it is completely cleared, it can be deleted.

[0030] Preferably, the train tail screening operation performed in step S5 specifically includes:

[0031] If the safety envelope of the non-communication train behind the current train is completely within the static screening area, it can be deleted directly;

[0032] If a non-communication train following the current train is partially located within the static screening area, it is compressed to the boundary of the static screening area. Whether it can be deleted depends on whether the non-communication train envelope after compression is completely cleared. If it is completely cleared, it can be deleted.

[0033] According to a second aspect of the present invention, a system based on the aforementioned head and tail screening method for coupled trains is provided, the system comprising:

[0034] The configuration module is used for offline configuration of static filtering areas;

[0035] The first acquisition module is used to acquire the turnout status information on the track and update the validity of the static filtering area.

[0036] The second acquisition module is used to acquire the coupling status of the corresponding end of the current train, the stationary status of the current train, the positioning information of the current train, the remote train in the train formation associated with the current train and the positioning information of the remote train, and the train formation type associated with the current train.

[0037] The filtering and judgment module is used to combine the static filtering area validity information and the information obtained by the second acquisition module to determine whether the train meets the static filtering conditions of the corresponding end. If the filtering conditions are met and can maintain at least the occupancy detection delay time of the area controller, then the current train can be filtered for the corresponding end.

[0038] The filtering execution module is used to perform train filtering operations.

[0039] According to a third aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement any of the methods described above.

[0040] According to a fourth aspect of the invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements any of the methods described herein.

[0041] Compared with the prior art, the present invention has the following advantages:

[0042] 1) This invention obtains the turnout status information on the line and updates the SDA validity by configuring the static screening area offline. Then, it uses the coupling status of the corresponding end of the current train, the stationary status of the current train, the positioning information of the current train, the remote train in the train formation associated with the current train and the positioning information of the remote train, and the train formation type associated with the current train to screen the head and tail of the train. This effectively solves the problem of screening the head and tail of multi-formation trains and improves the availability and flexibility of the system.

[0043] 2) By setting length constraints on the static screening area, this invention ensures that when a multi-unit train is located within the static screening area, the train with the shortest track length cannot also be located within the static screening area, thus improving the accuracy of subsequent train head and tail screening. Attached Figure Description

[0044] Figure 1 This is a flowchart of the method of the present invention;

[0045] Figure 2 Configure the static filtering area;

[0046] Figure 3 This diagram illustrates the maximum distance a train can travel on a secondary detection device before it can safely detect the train.

[0047] Figure 4 To select the initial state for train formation;

[0048] Figure 5 A schematic diagram illustrating the screening process for train formation. Detailed Implementation

[0049] 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 should fall within the scope of protection of the present invention.

[0050] Example

[0051] This embodiment provides a method for selecting the head and tail of coupled trains, which can be applied to the area controller ZC to solve the problem of selecting multi-train sets. Figure 1 As shown, the method includes the following steps:

[0052] Step S1: Configure the Static Discrimination Area (SDA) offline.

[0053] Configure the start and end points of the SDA, the list of turnouts within the SDA, and the list of train formation types that the SDA can match. The start and end points of the SDA should be the boundary points of the physical section, and the length of the SDA should meet the following constraints:

[0054] SDA_Length <C_TF_Length_Min+C_Smallest_Train_Length-C_Bobbing_Distance-D_Joint

[0055] Where C_TF_Length_Min is the minimum train formation length associated with SDA, C_Smallest_Train_Length is the minimum train length on the line, and C_Bobbing_Distance is the maximum distance the train can travel on the secondary detection equipment before the secondary detection equipment can safely detect the train. Figure 3 The value shown is the distance between the outer end of the train and the second axle of the train; D_Joint represents the fuzzy segment at the joint of the secondary detection equipment, which is the maximum value among all secondary detection equipment. The turnout list information inside the SDA includes the turnout number information and the location information of the turnout when the SDA is connected.

[0056] like Figure 2 The diagram shows SDA as a static screening area, with point A as its starting point and point B as its ending point. It contains a turnout P1. The position of the turnout when SDA is connected is the location. SDA matches train formations of type TU1, TU2, and TU3, forming train formation TF1. The length constraint C_TF_Length_Min in SDA's length constraint is the length of TF1. This constraint ensures that when a multi-train formation of type TF1 is located within SDA, TU1 with the minimum track length C_Smallest_Train_Length cannot also be located within SDA. If TU1 is hidden within SDA, it will cause adjacent secondary detection devices to be occupied, leading to screening failure.

[0057] Step S2: Determine the validity of SDA based on the turnout status sent by the interlocking equipment.

[0058] The interlocking equipment is responsible for collecting the turnout status and sending it to the ZC (Traffic Control Center). The ZC updates the SDA (Signal Distribution Authentication System) validity based on the received turnout status. If all turnsouts within the SDA are in the expected positions configured offline, the SDA is valid; otherwise, the SDA is invalid. Figure 1 As shown, SDA is effective when turnout P1 is in the positioning state, and ineffective in other scenarios.

[0059] Step S3: Obtain the coupling status of the current train at the corresponding end, the stationary status of the current train, the location information of the current train, the remote train in the train formation associated with the current train and the location information of the remote train, and the train formation type associated with the current train.

[0060] Trains running on the track send real-time information to the train control center (ZC) regarding their coupling status, stationary status, and location. The ZC then constructs train formations based on the coupling status sent by the trains and its own maintained train safety envelope sequence. Figure 4 The train envelopes 1-2-3 constitute a train formation. Since the train identities within the train envelopes are known, it can be determined that it is a formation type corresponding to TU1, TU2, and TU3, thus matching the formation type of the SDA. The sequence of train formations can be used to match the corresponding remote trains, such as... Figure 4 The train at the far end of TU1 is TU3, and the train at the far end of TU3 is TU1.

[0061] For train head selection, the coupling status of the current train head needs to be obtained. Head selection requires the train head to be in an uncoupled state. The current train's positioning information is specifically the minimum head position of the train. The external end of the remote train is determined based on whether the current train and the remote train are traveling in the same direction. If the current train and the remote train are traveling in the same direction, the external end of the remote train is the minimum tail position of the remote train. If the current train and the remote train are traveling in opposite directions, the external end of the remote train is the maximum head position of the remote train.

[0062] For train tail-end screening, the coupling status of the current train tail needs to be obtained. Tail-end screening requires that the train tail is in an uncoupled state. The current train's positioning information is specifically the maximum tail position of the train. The external end of the remote train is determined based on whether the current train and the remote train are traveling in the same direction. If the current train and the remote train are traveling in the same direction, then the external end of the remote train is the maximum head position of the remote train. If the current train and the remote train are traveling in opposite directions, then the external end of the remote train is the minimum tail position of the remote train.

[0063] Step S4: Combine the SDA validity and the information obtained in step S3 to determine whether the train meets the static screening conditions of the corresponding end. If the screening conditions are met and the occupancy detection delay time of at least ZC can be maintained, then the current train can be screened for the corresponding end.

[0064] 1) Based on the validity of SDA and the information obtained in step S3, determine whether the current train meets the static head screening conditions, specifically including:

[0065] The train's front section is not coupled and the train is stationary;

[0066] The train formation associated with the train is valid and the minimum head position of the train and the external end of the farthest train in the train formation are in the same SDA;

[0067] The train formation type associated with the train is listed in the above SDA list of valid train formation types;

[0068] 2) Determining whether the current train meets the tail static screening conditions based on the SDA validity and the information obtained in step S3 mainly includes:

[0069] The rear of the train was not coupled and the train was stationary;

[0070] The train formation associated with the train is valid and the maximum rear position of the train and the external end of the farthest train in the train formation are within the same SDA;

[0071] The train formation type associated with the train is listed in the above SDA list of valid train formation types;

[0072] In step S4, the occupancy detection delay of ZC is the time from the time the train cross-pressure secondary detection device is used to the time when ZC detects that the secondary detection device is occupied.

[0073] Step S5: Perform train screening operation.

[0074] 1) Perform the train head screening operation, specifically including:

[0075] If the safety envelope of the non-communication train in front of the current train is completely within the SDA, it can be deleted directly;

[0076] If the non-communication trains ahead of the current train include some of them located inside the SDA, they can be compressed to the boundary of the SDA. Whether they can be deleted depends on whether the non-communication train envelope after compression is completely cleared. If it is completely cleared, they can be deleted.

[0077] 2) The main tasks of performing the train tail screening operation include:

[0078] If the safety envelope of the non-communication train behind the current train is completely within the SDA, it can be deleted directly;

[0079] If the non-communication trains behind the current train include some of them located inside the SDA, they can be compressed to the boundary of the SDA. Whether they can be deleted depends on whether the non-communication train envelope after compression is completely cleared. If it is completely cleared, they can be deleted.

[0080] Taking a three-unit formation as an example: Figure 4 As shown, B_1, B_2, and B_3 constitute an SDA, where TU1-TU2-TU3 form a train formation and the train is determined. The front of TU3 / TU1 cars are both facing the UP direction.

[0081] If the following conditions are met, TU3 can prepare for head screening:

[0082] 1. The head of the TU3 is not connected;

[0083] 2. TU3.MinHead is within SDA and TU1.MinTail is within SDA;

[0084] 3. TU3 is stationary;

[0085] 4. SDA supports filtering of grouping types consisting of TU1-TU2-TU3;

[0086] If the above conditions are met and at least the maximum STDE occupation detection delay time (Max_STDE_Occupation_Delay) is maintained, and if all the above conditions are met after the maximum STDE occupation detection delay time has elapsed, then TU3 can perform head filtering, and the safety envelope 4 of the preceding undetermined train can be pushed to the SDA boundary as shown in the attached figure. Figure 5 As shown, if the non-deterministic train safety envelope 4 is completely cleared at this time, it can be deleted.

[0087] If the following conditions are met, TU1 can prepare to work on the tail section:

[0088] 1. The tail of the TU1 is not coupled;

[0089] 2. TU1.MaxTail is within SDA and TU3.MaxHead is within SDA;

[0090] 3. TU1 is stationary;

[0091] 4. SDA supports filtering of grouping types consisting of TU1-TU2-TU3.

[0092] If the above conditions are met and at least the maximum STDE occupation detection delay time (C_Max_STDE_Occupation_Delay) is maintained, and if all the above conditions are met after the maximum STDE occupation detection delay time has elapsed, then TU1 can perform tail recognition and push the non-deterministic train safety envelope 5 behind it to the SDA boundary, as shown in the attached diagram. Figure 5 As shown, if the non-deterministic train safety envelope 5 is cleared at this time, it can be deleted.

[0093] The electronic device of this invention includes a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in read-only memory (ROM) or loaded from a storage unit into random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0094] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0095] The processing unit executes the various methods and processes described above, such as methods S1 to S5. For example, in some embodiments, methods S1 to S5 may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of methods S1 to S5 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute methods S1 to S5 by any other suitable means (e.g., by means of firmware).

[0096] The functions described above in this document can be performed at least in part by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: field programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload programmable logic devices (CPLDs), and so on.

[0097] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0098] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0099] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A head-tail screening method for coupling a consist train, characterized by, The method includes the following steps: Step S1: Configure the static filtering area offline; Step S2: Obtain the status information of the turnouts on the track and update the validity of the static filtering area; Step S3: Obtain the coupling status of the current train at the corresponding end, the stationary status of the current train, the positioning information of the current train, the remote train in the train formation associated with the current train and the positioning information of the remote train, and the train formation type associated with the current train, specifically: For train head selection: obtain the coupling status of the current train head, and the train head selection requires that the train head is in an uncoupled state; the positioning information of the current train is the minimum head position of the current train; determine the external end of the remote train based on whether the current train and the remote train are in the same direction: if the current train and the remote train are in the same direction, then the external end of the remote train is the minimum tail position of the remote train; if the current train and the remote train are in opposite directions, then the external end of the remote train is the maximum head position of the remote train. For train tail section filtering: Obtain the coupling status of the current train tail section. Train tail section filtering requires the train tail section to be in an uncoupled state. The current train's positioning information is: the maximum tail position of the train. The external end of the remote train is determined based on whether the current train and the remote train are in the same direction. If the current train and the remote train are in the same direction, the external end of the remote train is the maximum head position of the remote train. If the current train and the remote train are in opposite directions, the external end of the remote train is the minimum tail position of the remote train. Step S4: Combine the static screening area validity information and the information obtained in step S3 to determine whether the train meets the static screening conditions of the corresponding end. If the screening conditions are met and the area controller can maintain at least the occupancy detection delay time, then the current train can perform train screening at the corresponding end. The train meets the static screening conditions for the head of the train, including: the head of the train is not coupled and the train is stationary; the train formation associated with the train is valid and the minimum head of the train and the external end of the farthest train in the train formation are in the same static screening area; the formation type associated with the train is in the list of valid train formation types in the static screening area. The train meets the following static screening conditions: the rear of the train is not coupled and the train is stationary; the train formation associated with the train is valid and the maximum rear position of the train and the external end of the farthest train in the train formation are in the same static screening area; the train formation type associated with the train is in the list of valid train formation types in the static screening area. Step S5: Perform the train screening operation.

2. The head-tail screening method for marshalling a train according to claim 1, characterized in that, The configuration information of the static screening area in step S1 includes the start and end points of the static screening area, the list of turnouts inside the static screening area, and the list of train formation types that match the static screening area.

3. The head-tail screening method for marshalling a train according to claim 2, characterized in that, The start and end points of the static screening area are the boundary points of the physical segment. The constraint condition for the length of the static screening area is that the length of the static screening area is less than the first calculation result. The first calculation result is the minimum train formation length associated with the static screening area, plus the minimum train length of the line, minus the maximum distance the train runs on the secondary detection equipment before ensuring safe detection of the train, and minus the fuzzy segment at the joint of the secondary detection equipment.

4. The head-tail screening method for marshalling a train according to claim 3, wherein, The maximum distance the train travels on the secondary detection equipment before it is safely detected is set to the distance between the outer end of the train and the second axle of the train.

5. The head-tail screening method for marshalling a train according to claim 3, wherein, The fuzzy segment at the joint of the secondary detection equipment is the maximum value among all secondary detection equipment.

6. The method for selecting the head and tail of a coupled train according to claim 2, characterized in that, The turnout list information within the static screening area includes the turnout number information and the location information of the turnout when the static screening area is connected.

7. The head and tail selection method for coupled trains according to claim 1, characterized in that, Step S2 specifically involves: obtaining the turnout status information on the line sent by the interlocking equipment; if all turnouts within the static screening area are in the desired position configured offline, the static screening area is determined to be valid; otherwise, the static screening area is determined to be invalid.

8. The method for selecting the head and tail of a coupled train according to claim 1, characterized in that, The occupancy detection delay of the area controller in step S4 is specifically the time from the train cross-pressure secondary detection device to the area controller detecting that the secondary detection device is occupied.

9. A method for selecting the head and tail of a coupled train according to claim 1, characterized in that, In step S5, the train head screening operation is performed, specifically including: If the safety envelope of the non-communication train in front of the current train is completely within the static screening area, it will be deleted directly. If a non-communication train ahead of the current train is partially located within the static screening area, it is compressed to the boundary of the static screening area. Whether it can be deleted depends on whether the non-communication train envelope after compression is completely cleared. If it is completely cleared, it can be deleted.

10. The head-tail screening method for marshalling a train according to claim 1, wherein, In step S5, the train tail screening operation is performed, specifically including: If the safety envelope of the non-communication train behind the current train is completely within the static screening area, it will be deleted directly. If a non-communication train following the current train is partially located within the static screening area, it is compressed to the boundary of the static screening area. Whether it can be deleted depends on whether the non-communication train envelope after compression is completely cleared. If it is completely cleared, it is deleted.

11. A system based on the head and tail selection method for coupled trains as described in claim 1, characterized in that, The system includes: The configuration module is used for offline configuration of static filtering areas; The first acquisition module is used to acquire the turnout status information on the track and update the validity of the static filtering area. The second acquisition module is used to acquire the coupling status of the corresponding end of the current train, the stationary status of the current train, the positioning information of the current train, the remote train in the train formation associated with the current train and the positioning information of the remote train, and the train formation type associated with the current train. The filtering and judgment module is used to combine the static filtering area validity information and the information obtained by the second acquisition module to determine whether the train meets the static filtering conditions of the corresponding end. If the filtering conditions are met and can maintain at least the occupancy detection delay time of the area controller, then the current train can be filtered for the corresponding end. The filtering execution module is used to perform train filtering operations.

12. An electronic device comprising a memory and a processor, said memory having stored thereon a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 10.

13. A computer readable storage medium having stored thereon a computer program, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 10.

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