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

Abstract

The embodiment of the invention provides a train screening method and device, computing equipment and a computer readable storage medium. The method comprises the steps that train data sent by a target train are obtained, and the train data comprise the reference wheel pair number of the target train; the number of target wheel pairs recorded by a starting point axle counter in a target section where the target train is located is obtained, the target section comprises an axle counting section between two adjacent idle axle counting sections, and the idle axle counting sections are axle counting sections not occupied by the train; and based on the reference wheel pair number and the target wheel pair number, quantitative relation analysis is conducted, the target screening state of the target train in the target section is determined, and the target screening state represents the screening state of the front side and the screening state of the rear side of the target train in the driving direction. According to the method, the train screening efficiency can be improved, and the train operation efficiency is correspondingly improved.

Description

Technical Field

[0001] The embodiments of this specification relate to the field of rail transit technology, and in particular to a train screening method and apparatus, a computing device, a computer-readable storage medium, and a computer program product. Background Art

[0002] With the development of rail transit technology, the requirements for train operation efficiency are becoming higher and higher.

[0003] In the rail transit system, the train will communicate with the line controller (LC) and report its current location to the LC. Based on the received train position and the track occupancy information provided by the trackside equipment, the LC calculates the movement authorization (MA) information for the train, and indicates the passable range in front of the train through the MA information, so that the train can run in the passable range at a faster speed. However, there may be some non-communication trains on the track, which will affect the calculation of MA information for communication trains. The LC will screen the trains in front and behind the communication train to determine whether there are non-communication trains in front and behind it. The LC maintains a screening state for each communication train to characterize the screening results of the trains in front and behind it, and then determines the MA information based on the non-communication trains based on the screening state.

[0004] However, the current efficiency of train screening is low, resulting in the inability to authorize train movement in a timely manner, which will affect the operating efficiency of the train. Summary of the invention

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

[0006] According to one aspect of an embodiment of this specification, a train screening method is provided, the method comprising: Acquire train data sent by a target train, wherein the train data includes the number of reference wheel pairs of the target train; Obtaining a target number of wheel pairs recorded by a starting point axle counter in a target section where the target train is located, wherein the target section includes an axle counting section between two adjacent idle axle counting sections, and the idle axle counting section is an axle counting section not occupied by a train; A quantitative relationship analysis is performed based on the reference wheel pair number and the target wheel pair number to determine a target screening state of the target train in the target section, wherein the target screening state represents a screening state at the front side and a screening state at the rear side of the target train in the travel direction.

[0007] According to another aspect of an embodiment of this specification, a train screening device is provided, comprising: A first acquisition module, configured to acquire train data sent by a target train, wherein the train data includes a reference wheel pair number of the target train; A second acquisition module is used to acquire the target number of wheel pairs recorded by the starting axle counter in the target section where the target train is located, wherein the target section includes an axle counting section between two adjacent idle axle counting sections, and the idle axle counting section is an axle counting section not occupied by a train; The first determination module is used to perform a quantitative relationship analysis based on the reference wheel pair number and the target wheel pair number to determine a target screening state of the target train in the target section, wherein the target screening state represents a screening state at the front side and a screening state at the rear side of the target train in the driving direction.

[0008] According to another aspect of the embodiments of this specification, there is provided a computing device, including: a memory and a processor; The memory is used to store computer programs / instructions, and the processor is used to execute the computer programs / instructions. When the computer programs / instructions are executed by the processor, the steps of the above method are implemented.

[0009] According to another aspect of the embodiments of this specification, a computer-readable storage medium is provided, which stores a computer program / instruction, and the steps of the above method are implemented when the computer program / instruction is executed by a processor.

[0010] According to another aspect of the embodiments of this specification, a computer program product is provided, including a computer program / instruction, and when the computer program / instruction in the computer program product is executed in a processor, the steps of the above method are implemented.

[0011] In one embodiment of the present specification, train screening can be achieved by directly analyzing the reference wheel pair number of the target train and the target wheel pair number recorded by the starting axle counter of the target section, and determining whether there is a non-communication train in the axle counting section where the train is located. In this way, there are fewer factors to consider for train screening, and the method for determining the target screening state is relatively simple. Train screening can be achieved simply and conveniently, and train screening can be performed regardless of where the target train is, without waiting for the target train to travel to a specific range. In addition, the front screening state and the rear screening state can be directly obtained for the target train through a quantitative relationship analysis, without the need to perform front side screening and rear side screening in batches. Therefore, the process of train screening is relatively simple, and the train screening efficiency is relatively high. Accordingly, the target train can be authorized to move in a timely manner based on the obtained screening state, so that the operation efficiency of the target train is higher. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 It is a structural schematic diagram of a rail transit system provided in an embodiment of this specification; Figure 2 It is a schematic diagram of a train operation situation provided in an embodiment of this specification; Figure 3 is a schematic diagram of another train operation situation provided by an embodiment of this specification; Figure 4 It is a schematic diagram of another train operation situation provided in the embodiment of this specification; Figure 5 It is a schematic diagram of another train operation situation provided by the embodiment of this specification; Figure 6 is a schematic diagram of a train operation situation provided by another embodiment of this specification; Figure 7 is a schematic diagram of another train operation situation provided by another embodiment of this specification; Figure 8 is a flow chart of a train screening method provided in an embodiment of this specification; Fig. 9 is a schematic diagram of another train operation situation provided by another embodiment of this specification; Fig.10 It is a structural schematic diagram of a train screening device provided in an embodiment of this specification; Fig.11 It is a structural block diagram of a computing device provided in an embodiment of this specification. DETAILED DESCRIPTION

[0013] Many specific details are described in the following description to facilitate a full understanding of this specification. However, this specification can be implemented in many other ways than those described herein, and those skilled in the art can make similar generalizations without violating the connotation of this specification, so this specification is not limited to the specific implementation disclosed below.

[0014] The terms used in one or more embodiments of this specification are for the purpose of describing specific embodiments only and are not intended to limit one or more embodiments of this specification. The singular forms of "one", "said" and "the" used in one or more embodiments of this specification and the appended claims are also intended to include plural forms, unless the context clearly indicates other meanings. It should also be understood that the term "and / or" used in one or more embodiments of this specification refers to and includes any or all possible combinations of one or more associated listed items. The term "at least one" in one or more embodiments of this specification refers to "one or more", and "multiple" refers to "two or more". The term "including" is an open description and should be understood as "including but not limited to", and may include other content on the basis of the content already described.

[0015] It should be understood that although the terms "first", "second", etc. may be used to describe various information in one or more embodiments of this specification, this information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of one or more embodiments of this specification, "first" may also be referred to as "second", and similarly, "second" may also be referred to as "first". Depending on the context, the word "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining".

[0016] In a rail transit environment, multiple devices are usually required to cooperate with each other to control the operation of trains. Figure 1 Schematic diagram of a rail transit system provided in the embodiment of this specification. Figure 1 As shown, the rail transit system includes a vehicle controller 101 , an axle counting system 102 , a computer interlocking system 103 and a line controller 104 .

[0017] The onboard controller 101 is installed in the train running on the track and is responsible for completing the onboard train automatic protection (ATP) or train automatic driving (ATO) function. The train communicates with the line controller 104 using the onboard controller 101. In the embodiment of this specification, the train that has established a communication connection with the line controller 104 is called a communication train. For example, the onboard controller 101 can send train location information to the line controller 104.

[0018] For example, under the protection of ATP, the train can be pulled, braked and have its doors controlled. Safety supervision is carried out on overspeed, target point overrun and door status to ensure that the train runs within the allowed envelope; when it is impossible to continue to run safely, emergency braking is automatically implemented. ATP is an on-board subsystem that directly ensures the safety of the train and realizes full protection of the train safety. The ATP device can be installed at the front and rear of each train, and realizes autonomous positioning through speed sensors, speed radars and odometers, and uses transponders to correct the position and speed information of the train. The train's movement authorization (MA) information is obtained through wireless communication (or variable data transponders), and the train's control speed curve is calculated and generated. The train's position and speed are protected to ensure driving safety. The movement authorization information is used to provide authority to trains running in a specific direction, allowing them to enter or pass through a certain track section ahead.

[0019] The axle counter system 102 is a safety device for detecting whether a track section is occupied by a train, and may include axle counters corresponding to multiple axle counting sections. The axle counter is a technical device used to count the number of axles of vehicles entering and exiting a section, and to analyze and calculate whether a section is occupied by a vehicle. The axle counter can count the number of train axles passing through it. Each axle can be equipped with two wheels at both ends. The combination of the wheel and the axle is called a "wheel pair". The number of axles counted by the axle counter is also the number of wheel pairs passing through the axle counter. The following description is based on the number of wheel pairs counted by the axle counter as an example.

[0020] Axle counters are installed at regular intervals on the track. The track can be divided into multiple axle counter sections by multiple axle counters, and each axle counter section refers to a section of track monitored by an axle counter. Each axle counter section is usually defined by two axle counters, one axle counter is located at the starting end (i.e. the entrance) of the axle counter section, and the other axle counter is located at the ending end (i.e. the exit) of the axle counter section. In the embodiments of this specification, in an axle counter section, the axle counter that the train passes through first is called the starting axle counter of the axle counter section, and the axle counter that the train passes through later is called the ending axle counter of the axle counter section. The lengths of different axle counter sections may be different.

[0021] Figure 2It is a schematic diagram of a train operation condition provided in an embodiment of this specification. Figure 2 Only one axle counting section S1 is fully illustrated in the figure. Two axle counters Q are respectively arranged at the two ends of the axle counting section S1. A train is running from left to right in the axle counting section S1. The axle counter Q on the left side of the axle counting section S1 can be the starting axle counter, and the axle counter Q on the right side of the axle counting section S1 can be the ending axle counter. The left and right ends of the axle counting section S1 are other axle counting sections. Figure 2 Taking the other axle counting section also including two independent axle counters as an example, in some embodiments, adjacent axle counting sections may share one axle counter. For example, the axle counter between adjacent axle counting sections may serve as the starting axle counter of one axle counting section and as the ending axle counter of another axle counting section.

[0022] The axle counting system 102 can determine the occupancy information of each axle counting section based on the number of wheel pairs recorded by the axle counter in each axle counting section, that is, whether the axle counting section is occupied by a train or other objects, and transmit the occupancy information to the computer interlocking system 103. For example, the occupancy information of the axle counting section can include an occupied state and an idle state, and the idle state is that the axle counting section is not occupied by a train or other objects. For example, when a train enters an axle counting section, the axle counting system 102 will record the number of times the wheel passes through the sensor (such as the starting axle counter), and when the train completely leaves the axle counting section, the system will record the number of times the wheel passes through the sensor (such as the end axle counter) again. If the two recorded times are the same, the axle counting system 102 determines that the axle counting section is idle, and if the two recorded times are different, it is considered that the axle counting section is occupied. When the number of wheel pairs recorded by the axle counter at the starting point of an axle counting section is equal to the number of wheel pairs recorded by the axle counter at the end point, the number of wheel pairs recorded by the two axle counters can be reset to record the number of wheel pairs again.

[0023] The computer interlocking system 103 is mainly responsible for using computers to perform logical operations on the operating commands of station operators and the information displayed on site, thereby realizing centralized control of equipment such as signal machines and switches, so that they can achieve the effect of mutual restraint and ensure the safety of train operation. The computer interlocking system 103 can be a station interlocking device, that is, a microcomputer centralized interlocking. In addition to receiving the occupancy information of the axle counting section sent by the axle counting system 102, the computer interlocking system 103 can also receive the status information of other trackside equipment.

[0024] The rail transit system may include a plurality of line controllers 104, Figure 1Only one of the line controllers 104 is illustrated. Each line controller 104 may correspond to a jurisdiction area for controlling trains running in the jurisdiction area. The jurisdiction areas of different line controllers 104 may be different, or may overlap partially. The line controller 104 is mainly responsible for calculating the movement authorization information of the communication trains in its control area based on the position information reported by the communication trains (i.e., the trains that have established a communication connection with the line controller) and the track occupancy / idleness information provided by the computer interlocking system 103, so as to ensure the safe operation of the communication trains in its control area.

[0025] The trains in the embodiments of this specification can be controlled by a communication-based train automatic control (CBTC) system. CBTC uses communication media to achieve two-way communication between trains and ground equipment, replacing track circuits to achieve train operation control. CBTC can achieve two-way communication between trains and the ground, and transmits a large amount of information at a fast speed, reducing cable laying and maintenance work, and is widely used in newly built subway train systems. Trains running at the CBTC level can be called CT trains.

[0026] The trains in the embodiments of this specification may also be ILC level, ITC level or CTC level. ILC level refers to a train driven by a driver according to signal lights. ITC level refers to ATP obtaining authorization by receiving a transponder message to control the operation of the train. CTC level refers to ATP application software obtaining mobile authorization from LC through wireless communication to control the operation of the train.

[0027] The train can have CTC-CM mode, CTC-AM mode and FAM mode. CTC-CM mode refers to the train automatic protection mode, which is a manual driving mode under ATP supervision. In this mode, ATP gives the speed code of recommended speed, alarm speed and braking speed. The driver only needs to drive the train according to the given speed code. However, in this mode, ATP is only responsible for ensuring driving safety. Other operations such as door opening and closing, traction braking, etc. are manually operated by the driver. CTC-AM mode refers to the train automatic driving mode. In this mode, ATP ensures the safety of train operation. When ATP collects the driver's confirmation that ATO is allowed to start, ATO automatic driving is started and all functions of automatic protection are realized. FAM mode refers to the train fully automatic driving mode. In this mode, ATP ensures the safety of train operation, ATO automatically drives and all functions of automatic protection are realized.

[0028] A transponder may be provided on the ground of the track. A transponder is a point device installed on the ground to transmit information to the train. It can be divided into a fixed (passive) transponder and a variable (active) transponder, which is used to provide reliable ground fixed information and variable information to the on-board equipment. The transponder mentioned later in the embodiments of this specification may be a fixed transponder, which can transmit the location information stored therein to the train. The train can pass over two transponders for positioning, and clearly know its position and direction of travel on the line. The direction of travel is determined by the order in which the transponders are passed.

[0029] In this manual, please continue to refer to Figure 1 , the train can use its on-board controller 101 to send its location information to the line controller 104 in the current area, and apply for mobile authorization MA information from the line controller 104. The axle counting system 102 can continuously or periodically send the occupancy information of each axle counting section to the computer interlocking system 103, and the computer interlocking system 103 can continuously or periodically send relevant information to the line controller 104 based on the received information. It is equivalent to the axle counting system 102 sending streaming data to the computer interlocking system 103, and the computer interlocking system 103 also sends streaming data to the line controller 104. The line controller 104 can calculate the mobile authorization information of the train based on the information received from the computer interlocking system 103, and determine whether the mobile authorization information can be issued to the train, and the specific length of the mobile authorization information corresponding to the allowable operating range. After the train successfully applies for MA, it can be upgraded from the low-level ILC level to the high-level CTC level, realizing high-level functions such as automatic driving and improving operation efficiency.

[0030] The line controller 104 will maintain the information of all communication trains in the area under its jurisdiction and the trackside status reported by the computer interlocking system 103, and calculate the movement authorization information for the trains in the jurisdiction area. When the line controller 104 calculates the movement authorization information for a certain train, other trains and trackside equipment will be treated as obstacles. If a certain axle counting section is in an occupied state and there is a position report of a train in the axle counting section, the line controller 104 cannot guarantee whether there are other non-communication hidden vehicles between the front and rear of the train to the end point of the axle counting section. Therefore, the line controller 104 will perform train screening for each train and maintain a screening state for each train, using the screening state to indicate whether there are other non-communication hidden vehicles in front and behind the train. If the screening state is a screening pass state, it means that there are no non-communication hidden vehicles in front and behind the train. If the screening state is a screening failure state, it means that there may be non-communication hidden vehicles in front and behind the train.

[0031] It should be noted that the line controller will only screen trains for the communication vehicles that have established communication connections with it and maintain the screening status. If a train has not been located and has not established a communication connection with the line controller in this area, the line controller cannot screen trains for the train. Train screening is essentially to check for non-communication vehicles in the axle counting section where the communication vehicle is located.

[0032] The line controller 104 can perform forward screening (referred to as front screening) and backward screening (referred to as rear screening) for the train, and the screening state can accordingly include the front screening state and the rear screening state. The front screening state is also the screening state of the front side of the train in the direction of travel, and the rear screening state is also the screening state of the rear side of the train in the direction of travel. The result obtained by the forward screening is the front screening state, and the result obtained by the backward screening is the rear screening state. The forward screening is to determine whether there may be other non-communicating hidden vehicles between the front of the train and the corresponding axle counting terminal. The front screening passes, indicating that there are no other non-communicating hidden vehicles between the front of the train and the axle counting terminal. The backward screening is to determine whether there may be other non-communicating hidden vehicles between the rear of the train and the corresponding axle counting terminal. The rear screening passes, indicating that there are no other non-communicating hidden vehicles between the rear of the train and the axle counting terminal.

[0033] The front and rear screen states of the train will directly affect the line controller 104's calculation of the movement authorization information of other vehicles. For example, the front screen state of the train will directly affect the movement authorization of the train. When the front screen of the train fails, the train may not be able to obtain the movement authorization. When the rear screen of the front car passes, the passable range corresponding to the movement authorization information of the rear car can be directly determined by withdrawing a certain safety protection distance based on the tail of the front car. If the rear screen of the front car does not pass, the passable range corresponding to the movement authorization information of the rear car needs to be separated from the axle counting section where the front car is located by an idle axle counting section. When the corresponding movement authorization information cannot be determined based on the actual situation, the movement authorization cannot be performed for the train. Usually, forward screening and backward screening need to be performed separately for the train.

[0034] Please continue to refer to Figure 2 , if the train on the left is a communication train and the train on the right is a non-communication train. The train on the left can report its position to the line controller 104, and the line controller 104 calculates movement authorization information for the train. However, there are other non-communication trains between the locomotive of the train and the end of the axle counting section S1, so the front screen of the train does not pass and movement authorization cannot be obtained for it. The train cannot be upgraded to the CTC level and can only run at a lower speed.

[0035] Figure 3 FIG. 1 is a schematic diagram of another train operation situation provided in an embodiment of this specification. Figure 3As shown, it is assumed that both trains in the figure are communication trains, and the train on the right is the communication train that did not pass the rear screen. When the line controller 104 calculates the movement authorization information for the train on the left, it will track the train on the right and determine that it did not pass the rear screen. It is necessary to set the passable range of the train on the left to an empty axle counting section between it and the train on the right. Therefore, the farthest position in the passable range of the train on the left is Figure 3 At position W1 in the.

[0036] Figure 4 FIG. 1 is a schematic diagram of another train operation situation provided in the embodiment of this specification. Figure 4 As shown, in the traditional train screening scheme, during the front screening, according to the position information reported by the train, the distance between the front of the train and the end point in front of the axle counting section where the train is located must be ensured (such as Figure 4 The distance D in the figure is less than the vehicle length threshold (such as L); and according to the occupancy information of each axle counting section given by the computer interlocking system 103, it is determined that the adjacent axle counting section in front of the train is in an idle state, so that the front screen of the train is confirmed to have passed. The vehicle length threshold can be the shortest vehicle length that may appear on the track, and the vehicle length threshold can be configured according to actual conditions. The distance D is less than the vehicle length threshold, which can confirm that there is no hidden vehicle within the range of the distance D, and the front axle counting section must be idle to ensure that there is no hidden vehicle in the front axle counting section. When the front screen of the train passes, it is determined that the train can meet the upgrade conditions, otherwise it is not satisfied. The rear screen is similar to this. The end point behind the axle counting section where the rear train is located requires the vehicle length threshold, and the adjacent axle counting section behind is idle before it can pass the rear screen.

[0037] However, in this train screening method, if a train is too far away from the end point of the axle counting section in front and behind after positioning or communication interruption and reconnection, the front and rear screening cannot be completed immediately. The train must travel to the distance threshold of the end point of the axle counting section and the adjacent section must be idle to complete the screening. If there are other trains in front and behind, it will also affect the movement authorization of other trains.

[0038] For example, Figure 5 FIG. 1 is another schematic diagram of a train operation provided in an embodiment of this specification. Figure 5 As shown, after the communication of the communication vehicle on the right was interrupted and then reconnected, the distance between the rear end of the vehicle and the endpoint behind the axle counting section did not meet the vehicle length threshold, and the rear screening could not be completed immediately, affecting the tracking of the following vehicle (that is, the train on the left), resulting in the following vehicle being unable to obtain movement authorization in time. Figure 6 FIG. 1 is a schematic diagram of a train operation provided by another embodiment of this specification. Figure 6As shown, the communication vehicle is located in the middle of the axle counting section, which is very long. After the communication vehicle is positioned, the front end of the vehicle is very far away from the end point in front of the axle counting section. At this time, the front screening cannot be completed and the mobile authorization cannot be obtained immediately for upgrading. It can only travel at a speed lower than 25km / h at the ILC level until the front screening is completed. Therefore, the process of obtaining mobile authorization to complete the front screening in this way is very time-consuming, which affects the train operation efficiency. Figure 7 FIG. 1 is a schematic diagram of another train operation situation provided by another embodiment of this specification. Figure 7 As shown, the communication between the rear train (i.e., the train on the left) and the line controller 104 is interrupted, resulting in the failure of the rear screening of the front train (i.e., the train on the right). When the rear train is connected again, the front screening does not meet the conditions, and the rear screening of the front train fails and the rear of the front train cannot be tracked, resulting in the inability to obtain movement authorization, which greatly affects the train operation efficiency.

[0039] Therefore, there are some disadvantages in adopting the traditional train screening method. For example, the front and rear screening states need to be determined for each train, and in the process of determining the front and rear screening states, the length of the train and the distance between the train and the axle counting section need to be obtained, and the state of the adjacent axle counting section of the train must be combined to achieve train screening. The process of determining the front and rear screening states is relatively cumbersome, and the method of determining the front and rear screening states is also relatively complicated, which will greatly affect the train operation efficiency.

[0040] The embodiments of this specification provide a train screening method, which can determine the screening status of a train in a relatively simple way, improve the train screening efficiency, and correspondingly improve the train operation efficiency. The embodiments of this specification also relate to a train screening device, a computing device, a computer-readable storage medium, and a computer program product, which will be described in detail one by one in the following embodiments. The train screening method provided in the embodiments of this specification can be applied to a train screening device, which can be the aforementioned line controller 104. The train screening device can be a terminal device such as a desktop computer, a laptop computer, or a smart phone, or can also be a server or a server cluster.

[0041] Figure 8 is a flow chart of a train screening method provided in an embodiment of this specification, which can be applied to Figure 1 The line controller 104 shown in FIG. Figure 8 As shown, the train screening method includes the following steps 802 to 806.

[0042] Step 802: Acquire train data sent by the target train, wherein the train data includes the number of reference wheel pairs of the target train.

[0043] In the embodiments of this specification, the target train can be any train running on the track and connected to the line controller in communication, and the target train can run in the jurisdiction of the line controller. The reference wheel pair number of the target train refers to the wheel pair number of the target train itself. The line controller can be connected to multiple target trains in communication, and the line controller can perform the same train screening process for each target train. The following description of the execution steps of the target train can be specifically performed by the on-board controller in the target train.

[0044] The reference number of wheel pairs can be stored in the configuration data of the target train. The reference number of wheel pairs can be determined by the number of carriages of the train and the number of wheel pairs installed in each carriage. For example, each carriage is equipped with 2 wheel pairs. If the target train is a 4-marshall train, the reference number of wheel pairs of the target train is 8; if the target train is a 6-marshall train, the reference number of wheel pairs of the target train is 12. When the target train communicates with the line controller, the target train can directly send the reference number of wheel pairs to the line controller based on the configuration data. Accordingly, the line controller can obtain the wheel pair information of the target train, so that the line controller can dynamically and accurately perform front and rear screening for trains of different marshaling.

[0045] In some embodiments, the train data sent by the target train to the line controller also includes the position information of the target train on the track, and the position information may include information of all occupied positions of the target train on the track. For example, the target train can determine its head position through the transponder, and then determine the tail position of the target train in combination with the length information of the target train to obtain all occupied positions of the target train on the track. In some embodiments, the train data also includes the running direction of the target train, and the running direction can be determined based on the order in which the target train passes through the two transponders.

[0046] Step 804: Obtain the target number of wheel pairs recorded by the starting axle counter in the target section where the target train is located, wherein the target section includes the axle counting section between two adjacent idle axle counting sections, and the idle axle counting section is the axle counting section not occupied by a train.

[0047] In the embodiments of this specification, a wheel pair number field may be added to the information transmitted by the axle counter system to the computer interlocking system, and a wheel pair number field may also be added to the information transmitted by the computer interlocking system to the line controller. The wheel pair number field includes the number of axle counters, the axle counter ID, and the number of wheel pairs recorded by each axle counter. Optionally, if the number of wheel pairs recorded by a certain axle counter is 0, the axle counter system may not need to report the number of wheel pairs of the axle counter to the upper level to reduce the message length and avoid affecting communication. For example, please continue to refer to Figure 6, assuming that the train running in the axle counting section S2 is a 4-marshall train, the number of wheel pairs recorded by the starting axle counter of the axle counting section S2 is 8. The train has not passed the terminal axle counter, so the number of wheel pairs recorded by the terminal axle counter is 0. The starting axle counter can report its ID and the number of wheel pairs recorded to the computer interlocking system, which in turn reports it to the line controller. The terminal axle counter does not need to report the number of wheel pairs.

[0048] Usually the entire track is divided into several interlocking areas, and the number of axle counters in each interlocking area does not exceed 100. Furthermore, the number of wheel pairs of the axle counter is not 0 only when the train passes near the axle counter, and there are usually not many trains running in an interlocking area at the same time. Therefore, the amount of data in the wheel pair number field uploaded by the axle counter in an interlocking area to the axle counting system is small, and the amount of data in the wheel pair number field reported by the axle counting system to the computer interlocking system is not very large, which has little impact on communication efficiency.

[0049] In the embodiment of the present specification, obtaining the target number of wheel pairs recorded by the starting axle counter in the target section where the target train is located in step 804 includes: periodically obtaining the target number of wheel pairs recorded by the starting axle counter in the target section where the target train is located. The line controller can periodically obtain the number of wheel pairs recorded by each axle counter in its jurisdiction through the axle counting system and the computer interlocking system, so as to obtain the target number of wheel pairs recorded by the starting axle counter in the target section where the target train is located. Accordingly, the line controller can periodically perform train screening based on the latest obtained number of wheel pairs. Optionally, the cycle for the line controller to obtain the number of wheel pairs can be the same as the cycle for performing train screening. After each new number of wheel pairs is obtained, the line controller determines a new train screening result again based on the new number of wheel pairs.

[0050] In some embodiments, the line controller also periodically obtains the occupancy information of each axle counting section within its jurisdiction. The occupancy information of each axle counting section indicates whether the axle counting section is occupied or idle. The occupancy information is determined by the axle counting system based on the number of wheel pairs recorded by each axle counter, and is sent to the line controller through the computer interlocking system. Regarding the occupancy information, please refer to the previous related introduction, which will not be repeated here. In some embodiments, the occupancy information of each axle counting section is determined by the line controller based on the number of wheel pairs of each axle counter.

[0051] For the target train, the line controller can determine the number of wheel pairs of the axle counters required for train screening of the target train from the number of wheel pairs recorded by each axle counter, and then perform train screening based on the number of wheel pairs. For example, the line controller needs to perform train screening based on the number of wheel pairs recorded by the starting axle counter of the target section where the target train is located in the track. In the embodiment of this specification, the number of wheel pairs recorded by the starting axle counter is referred to as the target number of wheel pairs. The target number of wheel pairs is equal to the number of wheel pairs recorded by the terminal axle counter of the idle axle counter section behind the target section. In some embodiments, the line controller can also obtain the number of wheel pairs recorded by the terminal axle counter of the idle axle counter section behind the target section, and perform train screening based on the number of wheel pairs.

[0052] In an embodiment of the present specification, the train data uploaded by the target train also includes the position information of the target train on the track. Based on the position information, the line controller can first determine the target section where the target train is located. The target section includes an axle counting section or multiple adjacent axle counting sections. The target section includes an axle counting section between two adjacent idle axle counting sections, and the idle axle counting section is an axle counting section that is not occupied by a train. Correspondingly, the train screening method provided in an embodiment of the present specification also includes: obtaining the occupancy information of each axle counting section in the track; based on the position information of the target train and the occupancy information of each axle counting section, determining the axle counting section where the target train is located and the idle axle counting sections at both ends thereof, and obtaining the target section where the target train is located.

[0053] For example, the line controller can determine at least one axle counting section where the target train is located based on the position information of the target train, and determine whether the axle counting sections on both sides of the at least one axle counting section are idle based on the occupancy information of each axle counting section. When the axle counting sections on both sides of the at least one axle counting section are idle, the at least one axle counting section is determined as the target section. When the axle counting sections on both sides of the at least one axle counting section are not idle, continue to search for idle axle counting sections on both sides, and after finding idle axle counting sections on both sides, the axle counting section between the two idle axle counting sections constitutes the target section. For example, there can be multiple target trains that are close to each other at the same time, and the axle counting section where the multiple target trains are located together can be determined as the target section.

[0054] After determining the target section, the starting axle counter of the target section can be determined, and then the target number of wheel pairs recorded by the starting axle counter can be determined. Axle counters are provided at both ends of the target section, and the two axle counters can be respectively for the starting axle counter and the terminal axle counter of the target train. The starting axle counter and the terminal axle counter of the target section are determined by the running direction of the target train. The axle counter that the target train passes first is the starting axle counter, and the axle counter that the target train passes later is the terminal axle counter. In some embodiments, the line controller can also perform train screening in combination with the number of wheel pairs recorded by the terminal axle counter of the target section.

[0055] In the embodiment of the present specification, the number of wheel pairs recorded by the axle counter at the end point of the target section is equal to the number of wheel pairs recorded by the axle counter at the starting point of its adjacent axle counting section. Since its adjacent axle counting section is idle, the number of wheel pairs recorded by the axle counter at the starting point of the axle counting section is zero; accordingly, the number of wheel pairs recorded by the axle counter at the end point of the target section is also zero.

[0056] Step 806: Perform a quantitative relationship analysis based on the reference wheel pair number and the target wheel pair number to determine the target screening state of the target train in the target section, wherein the target screening state represents the screening state of the front side and the screening state of the rear side of the target train in the driving direction.

[0057] The target screening state is also the screening state for the target train, and the target screening state is a screening pass state or a screening fail state. For the target screening state, reference can be made to the aforementioned relevant records about the screening state. Under different target screening states, the quantitative relationship between the corresponding reference wheel pair number and the target wheel pair number may be different for the target train. In an embodiment of the present specification, the line controller may perform a quantitative relationship analysis on the reference wheel pair number and the target wheel pair number to determine the target screening state of the target train in the target section.

[0058] In some embodiments, the target section may include more than one target train, such as the train screening device may first determine the number of target trains in the target section. When the number of target trains in the target section is 1, the train screening device may directly compare the reference wheel pair number of the target train with the target wheel pair number of the target section. When the two wheel pair numbers are equal, the target screening state of the target train in the target section is determined to be a screening pass state, otherwise the target screening state of the target train in the target section is determined to be a screening fail state.

[0059] When the number of target trains is greater than or equal to 2, the train screening device can compare the sum of the reference wheel pairs of each target train in the target section with the target wheel pair number. When the sum of the reference wheel pairs is equal to the target wheel pair number, the target screening state of the target train in the target section is determined to be a screening pass state; when the sum of the reference wheel pairs is not equal to the target wheel pair number, the target screening state of the target train in the target section is determined to be a screening fail state. When the target section includes multiple target trains, the screening states of the multiple target trains are the same, and are all target screening states determined in this way.

[0060] If the actual total number of wheel pairs (i.e., the sum of the reference wheel pairs) of multiple communication vehicles (such as the target train) in a section matches the number of wheel pairs recorded by the axle counter in the section, it can be shown that the trains running in the section are only these communication vehicles, and do not include non-communication hidden vehicles. Therefore, it can be determined that the train screening for these communication vehicles in the section has passed. If the wheel pair numbers do not match, it indicates that there may be non-communication hidden vehicles in the section, and it is further determined that the train screening for these communication vehicles in the section has not passed. After the train screening for the communication vehicle passes, the mobile authorization information can be calculated for the communication vehicle, such as a certain safety distance from the rear position of the previous train as the passable range of the current train.

[0061] In the embodiments of this specification, by obtaining the reference wheel pair number of each train and the target wheel pair number recorded by the axle counter at the starting point of the target section and performing a simple comparison, the target screening status of the target train can be obtained. In this train screening method, the data required to be obtained is relatively simple, the amount of data is small, and the calculation process is also relatively simple, which realizes a simpler way to quickly determine the train screening status and improve the train screening efficiency. Moreover, in the case where the target section includes multiple target trains, the multiple trains can be directly screened by a quantitative relationship analysis for the target train, which can simplify the overall screening process of each train in the system and improve the overall train screening efficiency.

[0062] In the embodiment of this specification, the target screening state determined by this method can simultaneously characterize the front screening state and the rear screening state of the target train. If the target screening state is a screening pass state, it is determined that the front screening state and the rear screening state of the target train in the target section are both screening pass states; if the target screening state is a screening fail state, it is determined that the front screening state and the rear screening state of the target train in the target section are both screening fail states. In the embodiment of this specification, the front screening and rear screening for the target train can be directly completed in this way, and the front screening state and the rear screening state can be directly obtained for the target train through a quantitative relationship analysis, without the need to perform front side screening and rear side screening in batches, which can simplify the train screening process, improve the train screening efficiency, and correspondingly, the train can be authorized to move faster.

[0063] The train screening device may also adopt other methods different from the above-mentioned quantitative relationship analysis to perform quantitative relationship analysis based on the reference wheel pair number and the target wheel pair number. For example, the train screening device may calculate the difference between the target wheel pair number and the reference wheel pair number, and based on the difference, search whether there is a communication vehicle with a wheel pair number equal to the difference in the target section. If the communication vehicle is found, the target screening state of the target train in the target section is determined to be a screening pass state, otherwise the target screening state of the target train in the target section is determined to be a screening fail state.

[0064] In the embodiments of this specification, there may be multiple relationships between the target train and the axle counting section in which it is located. The line controller can determine the relationship between the target train and the axle counting section based on the position information of the target train and execute the corresponding train screening process.

[0065] In the first case, please continue to refer to Figure 6 , the target train to be screened is completely in an axle counting section S2, and the line controller can query the location of other communication vehicles to determine whether other communication vehicles are also located in the axle counting section S2. If there is only one target train in the axle counting section S2, and the front and rear axle counting sections of the axle counting section S2 are both idle, the line controller determines that the target section where the target train is located is the axle counting section S2, and then compares the number of wheel pairs recorded by the starting axle counter of the axle counting section S2 (the axle counter on the left side of the figure) with the number of wheel pairs of the target train (that is, the reference number of wheel pairs). If the number of wheel pairs is consistent, it is determined that the target train has passed both the front and rear screens in the target section where it is located; otherwise, it is determined that the target train has not passed both the front and rear screens in the target section where it is located.

[0066] In the second case, please refer to Figure 2 , there is another target train in the axle counting section S1 where the target train to be screened is located, and neither of the two target trains has crossed the end of the axle counting section S1. Assuming that the front and rear axle counting sections of the axle counting section S1 are both idle, the line controller determines that the target section where the target train is located is the axle counting section S1, and then calculates the total number of wheel pairs of the two target trains (that is, the sum of the reference wheel pairs), and determines whether the total number of wheel pairs is consistent with the number of wheel pairs recorded by the axle counter at the starting point of the axle counting section S1. If the number of wheel pairs is consistent, it is determined that the target train has passed the front and rear screens in the target section where it is located; otherwise, it is determined that the target train has not passed the front and rear screens in the target section where it is located.

[0067] In the third case, Fig. 9 FIG. 1 is a schematic diagram of another train operation situation provided by another embodiment of this specification. Fig. 9As shown, there are multiple trains in the axle counting section S3 where the target train to be screened is located, and some trains (such as train 901) cross the axle counting section. Assuming that the axle counting section S5 behind the axle counting section S3 is idle, and the axle counting section in front of the axle counting section S4 crossed by train 901 is also idle, the line controller determines that the target section where the target train is located includes the axle counting section S3 and the axle counting section S4. In view of this situation, the line controller can determine the number of wheel pairs recorded by the starting axle counter of the axle counting section S3, which is the number of wheel pairs recorded by the starting axle counter of the target section, and determine whether the number of wheel pairs is consistent with the total number of wheel pairs of the multiple trains (that is, the sum of the reference wheel pairs). If the number of wheel pairs is consistent, it is determined that the target train has passed the front and rear screens in the target section where it is located; otherwise, it is determined that the target train has not passed the front and rear screens in the target section where it is located.

[0068] The target number of wheel pairs recorded by the starting axle counter of the target section is equal to the number of wheel pairs recorded by the ending axle counter of the idle axle counter section at the rear of the multiple trains. In some embodiments, the line controller may also search for the idle axle counter section S5 at the rear of the multiple trains, determine the number of wheel pairs recorded by the ending axle counter of the axle counter section S5, and use the number of wheel pairs as the number of wheel pairs recorded by the starting axle counter of the target section (that is, the starting axle counter of the axle counter section S3) for quantitative relationship analysis.

[0069] It should be noted that the target trains for the process of train screening for various train operation conditions described earlier in this manual may be trains that have been screened based on the number of wheel pairs, or may be trains that have failed the previous screening, or may be trains that have not yet been screened, and there is no limitation here.

[0070] In the embodiments of the present specification, corresponding to the target wheel pair number recorded by the seven-point axle counter in the target section that is periodically obtained, the line controller can perform a quantitative relationship analysis based on the updated target wheel pair number and the reference wheel pair number that are periodically obtained, and periodically determine the target screening state of the target train in the target section. For example, the line controller can redetermine the target screening state based on the updated target wheel pair number each time the updated target wheel pair number is obtained according to a set cycle. The cycle for determining the target screening state may be the same as the cycle for obtaining the target wheel pair number. In some embodiments, the cycle for determining the target screening state may also be an integer multiple of the cycle for obtaining the target wheel pair number.

[0071] In some embodiments, the line controller may use the result as the final screening result of the target train only when the same result is obtained after multiple train screenings for the target train, so as to eliminate the situation where the reference wheel pair number and the target wheel pair number do not match due to communication delays, avoid the situation where the screening results are incorrect due to communication delays, and ensure that the obtained train screening results are highly accurate, thereby enabling accurate movement authorization for the train.

[0072] Accordingly, in step 806, the line controller may perform quantitative relationship analysis based on the reference wheel pair number and the target wheel pair number for multiple times in a row, and determine that the target screening state of the target train is the screening pass state when the analysis results obtained for multiple times in a row all indicate that the target relationship corresponding to the screening pass state is satisfied; wherein the target relationship is the quantitative relationship between the reference wheel pair number and the target wheel pair number. The number of the multiple consecutive analyses can be flexibly set, such as the number can be set to two, three or even more.

[0073] The line controller can use a program that runs repeatedly in a cycle to screen trains, such as the operation cycle (i.e., the cycle for performing train screening) is 400 milliseconds. In each operation cycle, the line controller performs a train screening based on the latest information obtained, and the latest information obtained includes the position of the target train, the number of wheel pairs recorded by the axle counter, and the occupancy information of the axle counter section. For example, in each train screening, the line controller performs a quantitative relationship analysis based on the latest reference wheel pair number of the target train and the target wheel pair number recorded by the axle counter at the starting point of the target section, and obtains the analysis result obtained by the train screening. The analysis result can indicate whether the reference wheel pair number and the target wheel pair number of this time meet the target relationship, and the target relationship can be that the sum of the reference wheel pair numbers of each target train is equal to the target wheel pair number. Meeting the target relationship can indicate that the train screening is passed. If the target relationship is not met, it is determined that the train screening is not passed. The line controller can finally determine that the target screening state of the target train in the target section is the screening pass state when it is determined that the reference wheel pair number and the target wheel pair number meet the target relationship for multiple consecutive times.

[0074] In one implementation, the line controller may set a redundant timing for the target train when performing train screening for the target train, such as an initial value of the redundant timing being 0. Each time it is determined that the reference wheel pair number of the target train or the sum of the reference wheel pair numbers of multiple target trains is equal to the target wheel pair number (that is, the target relationship is satisfied), the redundant timing is increased by 1. When the target relationship is not satisfied, the redundant timing is maintained at the initial value. If after a set number (such as 2) of cycles, the redundant timing is accumulated to the set number, and the two wheel pair numbers are still the same, it is determined that the front and rear screens of the target train have passed, and the target screening state of the target train in the target section is the screening pass state.

[0075] In another implementation, the line controller uses the set number of analyses as the initial value and decrements it in sequence. Each time it is determined that the target relationship is satisfied, the value is reduced by one. If it is determined that the target relationship is not satisfied, the value is reset to the initial value. Until the value is decremented to 0, it is determined that both the front and rear screens of the target train have passed.

[0076] In some embodiments, after the target train establishes a communication connection with the line controller, the line controller can determine whether the train head position is located in its jurisdiction based on the position information uploaded by the target train. If the train head position is located in its jurisdiction, the target train is screened, otherwise the target train is not processed.

[0077] In an embodiment of the present specification, after determining that the target train has passed the screening, the track information related to it can continue to be monitored to update the target screening state of the target train. In an embodiment of the present specification, the target screening state of the target train may include the screening state of the target train on the target side, and the target side may include the front side or the rear side of the target train in the direction of travel. The target screening state of the target train may include the screening state of the front side of the target train (i.e., the front screening state), and may also include the screening state of the rear side of the target train (i.e., the rear screening state), and may also include the front screening state and the rear screening state at the same time. The line controller can update the front screening state and the rear screening state of the target train respectively.

[0078] In some embodiments, after step 806 analyzes the reference wheel pair number and the target wheel pair number to determine the target screening state of the target train, the train screening method provided in the embodiments of the present specification may also include: when the target screening state is a screening passed state and the axle counting section adjacent to the target side of the axle counting section where the target train is located is occupied by an obstacle, the screening passed state of the target train on the target side in the target section is changed to a screening failed state, and the target screening state of the target train on the target side is re-determined; wherein the target side includes the front side or the rear side of the target train in the driving direction.

[0079] For example, the obstacle may be a non-communication train, or may be another obstacle other than a communication train. The line controller may determine whether the axle counting section is occupied by an obstacle based on the occupation information of the axle counting section. If the occupation information of the axle counting section indicates that the axle counting section is occupied, but the line controller does not detect the presence of a communication train on the axle counting section, and if the line controller does not receive information sent by the communication train on the axle counting section, it may be determined that the axle counting section is occupied by an obstacle.

[0080] After the target side screening (front screening or rear screening) of the target train passes, the line controller can monitor the occupancy of the axle counting section adjacent to the target side of the axle counting section where the target train is located. In the case where the axle counting section is occupied by an obstacle, the screening pass state of the target train on the target side is changed to the screening failure state. Then, the train screening process can be re-executed for the target train, such as analyzing the reference wheel pair number of the target train and the target wheel pair number of the target section to redetermine the target screening state of the target train on the target side in the target section. Optionally, the line controller can also redetermine the target screening state of the target train on the target side in the target section by other means (such as the traditional method of train screening based on vehicle length and distance). The line controller can perform the aforementioned target side screening process respectively for the case where the target side is the front side and the case where the target side is the rear side to obtain the target screening state of the front side and the target screening state of the rear side.

[0081] In other words, after the target train completes the front screening (i.e., the front screening passes), when a non-communication vehicle occupies the axle counting section ahead, the line controller actively loses the front screening status of the train currently maintained, and then continues the front screening. If the front screening fails, the front screening status continues to be lost until the non-communication vehicle ahead resumes communication. At this time, the number of wheel pairs will become normal, and the target train and its front vehicle can quickly complete the screening based on the number of wheel pairs. After the target train completes the rear screening (i.e., the rear screening passes), when a non-communication vehicle occupies the rear axle counting section, because the rear train will not affect the forward movement of this train, the line controller actively loses the rear screening status of the train, but does not lose the front screening status of this vehicle. The target train continues to run until it runs to the idle section behind, the train screening based on the number of wheel pairs passes, and the rear screening of the target train passes. After the rear vehicle communication is normal, the front and rear screens can also be calculated according to the above screening method, and then the mobile authorization is obtained to complete the normal upgrade.

[0082] It should be noted that the previous content of this specification takes the example of the line controller performing each train screening based on the number of wheel pairs for each train (regardless of whether it passes the screening). In some embodiments, the line controller can be combined with other train screening methods and the method of performing train screening based on the number of wheel pairs provided in the embodiments of this specification. For other train screening methods, reference can be made to the previous introduction to the traditional train screening method.

[0083] In some implementations, only trains that have failed the screening by other train screening methods may be determined as target trains, and then the target trains may be further screened by the above train screening method based on the number of wheel pairs. Accordingly, before step 806, the train screening method provided in the embodiments of this specification may also include the following steps 1 and 2.

[0084] Step 1: Based on the position information of the target train, determine the target side axle counting distance of the target train, wherein the target side axle counting distance is the distance between the end of the target train on the target side and the end point of the axle counting section where the target train is located.

[0085] The target side may be the front side or the rear side of the target train in the running direction, and the front side and the rear side are determined based on the running direction of the target train. Figure 4 The front axle counting distance can be D in the figure, that is, the distance between the front end (front end) of the target train and the end point of the axle counting section where the target train is located.

[0086] Step 2: Based on the target side axle counting distance and the occupancy information of the reference axle counting section, determine the reference screening state of the target train on the target side in the target section; wherein the reference axle counting section is the adjacent axle counting section on the target side of the axle counting section where the target train is located.

[0087] Please continue to refer to Figure 4 , if the target train is pre-screened, the axle counting section on the right side of the axle counting section where the target train is located is the adjacent axle counting section in front of it. For example, a vehicle length threshold can be set, and the vehicle length threshold can be the shortest vehicle length of a train that can run on the track. When the axle counting distance on the target side is less than the vehicle length threshold, and the reference axle counting section is not occupied by the train, the line controller can determine that the reference screening state of the target train on the target side in the target section is a screening pass state. When the axle counting distance on the target side is greater than or equal to the vehicle length threshold, and / or the reference axle counting section is occupied by the train, the line controller can determine that the reference screening state of the target train on the target side in the target section is a screening fail state.

[0088] For example, the train screening device can determine a first axle counting distance and a second axle counting distance for the target train; wherein the first axle counting distance is the distance between the front of the target train and the end axle counter in the axle counting section where the target train is located, and the second axle counting distance is the distance between the rear of the target train and the starting axle counter in the axle counting section where the target train is located. Based on the first axle counting distance and the occupancy information of the previous axle counting section of the axle counting section where the target train is located, the reference screening state (i.e., the front screening state) of the front side of the target train is determined. Based on the second axle counting distance and the occupancy information of the next axle counting section of the axle counting section where the target train is located, the reference screening state (i.e., the rear screening state) of the rear side of the target train is determined.

[0089] Accordingly, on the basis of executing the above steps 1 and 2, the above step 806 performs a quantitative relationship analysis based on the reference wheel pair number and the target wheel pair number to determine the target screening state of the target train in the target section, including: when the reference screening state is a screening failure state, a quantitative relationship analysis is performed based on the reference wheel pair number and the target wheel pair number to determine the target screening state of the target train in the target section. When the reference screening state is a screening failure state, the reference screening state can be directly used as the target screening state.

[0090] It should be noted that, when selecting trains by steps 1 and 2, some trains that can actually pass the selection may be considered as not passing the selection because they do not meet the corresponding determination timing. Figure 8 The train screening method based on the number of wheel pairs is provided to further determine whether it can pass the screening. In this way, the target train can pass the screening in time, so as to timely authorize the target train to move, so that the target train can be upgraded to a higher level and run at a faster speed, thereby improving the train operation efficiency and the overall operation efficiency of the train on the track.

[0091] In some embodiments, the line controller can also be used in parallel Figure 8 The train screening method of step 1 and step 2 above is used. Alternatively, when one train screening method fails, another train screening method is used. The combination of the two train screening methods is not limited in the embodiments of this specification.

[0092] In the embodiments of this specification, the line controller can quickly complete the screening of single or multiple vehicles based on the number of wheel pairs, and does not rely on the distance from the axle counter to check for hidden vehicles, which can ensure that the efficiency of train screening is high. After completing the train screening, the line controller can, based on the obtained train screening results, authorize the movement of trains that meet the conditions for automatic driving (such as trains that have passed the previous screening), so that the trains can be quickly upgraded and move at a faster speed to ensure the efficiency of train operation.

[0093] In summary, in the train screening method provided by the embodiment of this specification, train screening can be realized by directly analyzing the reference wheel pair number of the target train and the target wheel pair number recorded by the starting axle counter of the target section, and determining whether there is a non-communication train in the axle counting section where the train is located. In this way, there are fewer factors to consider for train screening, and the method for determining the target screening state is relatively simple. Train screening can be realized simply and conveniently, and train screening can be performed no matter where the target train is, without waiting for the target train to travel to a specific range. In addition, the front screening state and the rear screening state can be directly obtained for the target train through a quantitative relationship analysis, without the need to perform front side screening and rear side screening in batches. Therefore, the process of train screening is relatively simple, and the train screening efficiency is relatively high. Accordingly, the target train can be authorized to move in time based on the obtained screening state, so that the operation efficiency of the target train is higher.

[0094] Corresponding to the above train screening method embodiment, this specification also provides a train screening device embodiment, Fig.10 Schematic diagram of a train screening device provided in the embodiment of this specification. Fig.10 As shown, the train screening device comprises: A first acquisition module 1002 is used to acquire train data sent by a target train, wherein the train data includes the number of reference wheel pairs of the target train; The second acquisition module 1004 is used to acquire the target number of wheel pairs recorded by the starting axle counter in the target section where the target train is located, wherein the target section includes the axle counting section between two adjacent idle axle counting sections, and the idle axle counting section is the axle counting section not occupied by the train; The first determination module 1006 is used to perform a quantitative relationship analysis based on the reference wheel pair number and the target wheel pair number to determine the target screening state of the target train in the target section, wherein the target screening state represents the screening state of the front side and the screening state of the rear side of the target train in the driving direction.

[0095] Optionally, the first determining module 1006 is used to: Compare the sum of the reference wheel pair numbers of each target train in the target section with the target wheel pair number; When the sum of the reference wheel pair numbers is equal to the target wheel pair number, determining that the target screening state of the target train in the target section is a screening pass state; When the sum of the reference wheel pair numbers is not equal to the target wheel pair number, it is determined that the target screening state of the target train in the target section is a screening failed state.

[0096] Optionally, the first determining module 1006 is used to: Quantitative relationship analysis is performed multiple times based on the reference wheel pair number and the target wheel pair number. When the analysis results obtained multiple times indicate that the target relationship corresponding to the screening pass state is satisfied, the target screening state of the target train is determined to be the screening pass state; wherein the target relationship is the relationship between the reference wheel pair number and the target wheel pair number.

[0097] Optionally, the train data further includes position information of the target train on the track; and the train screening device further includes: The third acquisition module is used to obtain the occupancy information of each axle counting section in the track; The second determination module is used to determine the axle counting section where the target train is located and the idle axle counting sections at both ends thereof based on the position information of the target train and the occupancy information of each axle counting section, so as to obtain the target section where the target train is located.

[0098] Optionally, the train data further includes position information of the target train on the track; and the train screening device further includes: A third determination module is used for analyzing the reference wheel pair number and the target wheel pair number, and determining the target side axle counting distance of the target train based on the position information of the target train before determining the target screening state of the target train, wherein the target side axle counting distance is the distance between the end of the target train on the target side and the end point of the axle counting section where the target train is located, and the target side includes the front side or the rear side of the target train in the driving direction; A fourth determination module is used to determine the reference screening state of the target train on the target side based on the target side axle counting distance and the occupancy information of the reference axle counting section; wherein the reference axle counting section is an axle counting section adjacent to the axle counting section where the target train is located on the target side; The first determining module 1006 is used for: When the reference screening status is a screening failure status, a quantitative relationship analysis is performed based on the reference wheel pair number and the target wheel pair number to determine the target screening status of the target train in the target section.

[0099] Optionally, the train screening device further comprises: The adjustment module is used to analyze the reference wheel pair number and the target wheel pair number, and after determining the target screening state of the target train, when the target screening state is the screening pass state and the axle counting section adjacent to the target side of the axle counting section where the target train is located is occupied by an obstacle, change the screening pass state of the target train on the target side to the screening fail state, and re-determine the target screening state of the target train on the target side; wherein the target side includes the front side or the rear side of the target train in the driving direction.

[0100] Optionally, the second acquisition module 1004 is used to: periodically acquire the target wheel pair number recorded by the starting point axle counter in the target section where the target train is located; The first determination module 1006 is used to perform a quantitative relationship analysis based on the reference wheel pair number and the periodically acquired updated target wheel pair number, and periodically determine the target screening state of the target train in the target section.

[0101] In summary, in the train screening device provided in the embodiment of this specification, train screening can be realized by directly analyzing the reference wheel pair number of the target train and the target wheel pair number recorded by the starting axle counter of the target section, and determining whether there is a non-communication train in the axle counting section where the train is located. In this way, there are fewer factors to consider for train screening, and the method for determining the target screening state is relatively simple. Train screening can be realized simply and conveniently, and train screening can be performed no matter where the target train is, without waiting for the target train to travel to a specific range. In addition, the front screening state and the rear screening state can be directly obtained for the target train through a quantitative relationship analysis, without the need to perform front side screening and rear side screening in batches. Therefore, the process of train screening is relatively simple, and the train screening efficiency is relatively high. Accordingly, the target train can be authorized to move in time based on the obtained screening state, so that the operation efficiency of the target train is higher.

[0102] Each embodiment in this specification is described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. As for the train screening device, since it is basically similar to the train screening method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the train screening method embodiment.

[0103] Fig.11 11 is a block diagram of a computing device provided in an embodiment of the present specification. The components of the computing device 1100 include but are not limited to a memory 1110 and a processor 1120. The processor 1120 is connected to the memory 1110 via a bus 1130, and the database 1150 is used to store data.

[0104] The computing device 1100 also includes an access device 1140 that enables the computing device 1100 to communicate via one or more networks 1160. Examples of these networks include a public switched telephone network (PSTN), a local area network (LAN), a wide area network (WAN), a personal area network (PAN), or a combination of communication networks such as the Internet. The access device 1140 may include one or more of any type of network interface (e.g., a network interface card (NIC)) of wired or wireless, such as an IEEE 802.11 wireless local area network (WLAN) wireless interface, a world-wide interoperability for microwave access (Wi-MAX) interface, an Ethernet interface, a universal serial bus (USB) interface, a cellular network interface, a Bluetooth interface, and a near field communication (NFC).

[0105] In one embodiment of the present specification, the above components of the computing device 1100 and Fig.11 Other components not shown in the figure may also be connected to each other, for example, via a bus. It should be understood that Fig.11 The computing device structure block diagram shown is only for the purpose of illustration, and is not intended to limit the scope of this specification. Those skilled in the art can add or replace other components as needed.

[0106] The computing device 1100 may be any type of stationary or mobile computing device, including a mobile computer or mobile computing device (e.g., a tablet computer, a personal digital assistant, a laptop computer, a notebook computer, a netbook, etc.), a mobile phone (e.g., a smart phone), a wearable computing device (e.g., a smart watch, smart glasses, etc.), or other types of mobile devices, or a stationary computing device such as a desktop computer or a personal computer (PC). The computing device 1100 may also be a mobile or stationary server.

[0107] The processor 1120 is used to execute computer programs / instructions. When the computer programs / instructions are executed by the processor, the above Figure 8 The method shown.

[0108] As for the computing device embodiment, since it is basically similar to the above-mentioned method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0109] One embodiment of the present specification also provides a computer-readable storage medium, which stores computer instructions, and when the computer instructions are executed by the processor, the steps of the above-mentioned image processing method are implemented. The computer instructions include computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form, etc. The computer-readable storage medium may include: any entity or device that can carry the computer program code, recording medium, USB flash drive, mobile hard disk, disk, optical disk, computer memory, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), electric carrier signal, telecommunication signal and software distribution medium, etc. It should be noted that the content contained in the computer-readable storage medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable storage media do not include electric carrier signals and telecommunication signals.

[0110] An embodiment of the present specification also provides a computer program product, including a computer program / instruction, which implements the steps of the above method when the computer program / instruction is executed in a processor.

[0111] As for the computer-readable storage medium embodiment and the computer program product embodiment, since they are basically similar to the above-mentioned method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0112] The above is a description of a specific embodiment of the specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the embodiments and still achieve the desired results. In addition, the processes depicted in the drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0113] It should be noted that the above is a description of a specific embodiment of the present specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous. Secondly, those skilled in the art should also be aware that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily required by the embodiments of the present specification.

[0114] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0115] The preferred embodiments of this specification disclosed above are only used to help explain this specification. The optional embodiments do not describe all the details in detail, nor do they limit the invention to the specific implementation methods described. Obviously, many modifications and changes can be made according to the content of the embodiments of this specification. This specification selects and specifically describes these embodiments in order to better explain the principles and practical applications of the embodiments of this specification, so that technicians in the relevant technical field can understand and use this specification well.

Claims

1. A train screening method, characterized in that: The method comprises: Acquire train data sent by a target train, wherein the train data includes the number of reference wheel pairs of the target train; Obtaining a target number of wheel pairs recorded by a starting point axle counter in a target section where the target train is located, wherein the target section includes an axle counting section between two adjacent idle axle counting sections, and the idle axle counting section is an axle counting section not occupied by a train; A quantitative relationship analysis is performed based on the reference wheel pair number and the target wheel pair number to determine a target screening state of the target train in the target section, wherein the target screening state represents a screening state at the front side and a screening state at the rear side of the target train in the travel direction.

2. The method according to claim 1, characterized in that The step of performing a quantitative relationship analysis based on the reference wheel pair number and the target wheel pair number to determine a target screening state of the target train in the target section includes: Comparing the sum of the reference wheel pair numbers of each target train in the target section with the target wheel pair number; When the sum of the reference wheel pair numbers is equal to the target wheel pair number, determining that the target screening state of the target train in the target section is a screening pass state; When the sum of the reference wheel pair numbers is not equal to the target wheel pair number, it is determined that the target screening state of the target train in the target section is a screening failed state.

3. The method according to claim 1, characterized in that The step of performing a quantitative relationship analysis based on the reference number of wheel pairs and the target number of wheel pairs to determine the target screening state of the target train includes: Quantitative relationship analysis is performed multiple times based on the reference number of wheel pairs and the target number of wheel pairs. When the analysis results obtained multiple times indicate that the target relationship corresponding to the screening pass state is satisfied, the target screening state of the target train is determined to be the screening pass state; wherein the target relationship is the quantitative relationship between the reference number of wheel pairs and the target number of wheel pairs.

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

5. The method according to any one of claims 1 to 3, characterized in that: The train data also includes the position information of the target train on the track; before the quantitative relationship analysis based on the reference wheel pair number and the target wheel pair number is performed to determine the target screening state of the target train in the target section, the method further includes: Based on the position information of the target train, determine the target side axle counting distance of the target train, wherein the target side axle counting distance is the distance between the end of the target train on the target side and the end point of the axle counting section where the target train is located, and the target side includes the front side or the rear side of the target train in the travel direction; Based on the target side axle counting distance and the occupancy information of the reference axle counting section, determining the reference screening state of the target side of the target train in the target section; wherein the reference axle counting section is the adjacent axle counting section of the target side of the axle counting section where the target train is located; The step of performing a quantitative relationship analysis based on the reference wheel pair number and the target wheel pair number to determine a target screening state of the target train in the target section includes: When the reference screening state is a screening failure state, a quantitative relationship analysis is performed based on the reference wheel pair number and the target wheel pair number to determine the target screening state of the target train in the target section.

6. The method according to any one of claims 1 to 3, characterized in that: After the quantitative relationship analysis is performed based on the reference wheel pair number and the target wheel pair number to determine the target screening state of the target train in the target section, the method further includes: When the target screening state is the screening passed state and the axle counting section adjacent to the axle counting section where the target train is located on the target side is occupied by an obstacle, the screening passed state of the target train on the target side is changed to the screening failed state, and the target screening state of the target train on the target side in the target section is re-determined; wherein the target side includes the front side or the rear side of the target train in the driving direction.

7. The method according to any one of claims 1 to 3, characterized in that: The step of obtaining the target number of wheel pairs recorded by the starting point axle counter in the target section where the target train is located comprises: Periodically obtaining a target number of wheel pairs recorded by a starting point axle counter in a target section where the target train is located; The step of performing a quantitative relationship analysis based on the reference wheel pair number and the target wheel pair number to determine a target screening state of the target train in the target section includes: A quantitative relationship analysis is performed based on the reference wheel pair number and the periodically acquired updated target wheel pair number, and a target screening state of the target train in the target section is periodically determined.

8. A train screening device, characterized in that: include: A first acquisition module, configured to acquire train data sent by a target train, wherein the train data includes a reference wheel pair number of the target train; A second acquisition module is used to acquire the target number of wheel pairs recorded by the starting axle counter in the target section where the target train is located, wherein the target section includes an axle counting section between two adjacent idle axle counting sections, and the idle axle counting section is an axle counting section not occupied by a train; The first determination module is used to perform a quantitative relationship analysis based on the reference wheel pair number and the target wheel pair number to determine a target screening state of the target train in the target section, wherein the target screening state represents a screening state at the front side and a screening state at the rear side of the target train in the driving direction.

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

10. A computer-readable storage medium, characterized in that: A computer program / instruction is stored, and when the computer program / instruction is executed by a processor, the method according to any one of claims 1 to 7 is implemented.

11. A computer program product, characterized in that The method comprises a computer program / instruction, which implements the method according to any one of claims 1 to 7 when executed by a processor.

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