Data processing method, system and device

Abstract

The invention provides a data processing method, system and device. The data processing method comprises the steps of collecting train marshalling data for a target train in a train marshalling; envelope information of train marshalling is calculated according to the train marshalling data, and logic section occupation information corresponding to the envelope information is determined; and determining the route state corresponding to the train marshalling based on the logic section occupation information and the axle counting section occupation information corresponding to interlocking. The route state is detected and controlled, unlocking and locking of the route are achieved, route distribution is efficiently carried out on the train, the resource utilization rate is increased, and meanwhile the train operation efficiency and the transportation efficiency are improved.

Description

Technical Field

[0001] This specification relates to the field of computer technology, and in particular to data processing methods, systems, and devices. Background Art

[0002] Rail transit is experiencing rapid growth, with passenger traffic continuing to climb and operational complexity increasing. Train marshaling technology, a key innovation for improving the effectiveness and efficiency of rail transportation, is becoming a core focus of industry development. However, the integration of train route unlocking processes with the specific characteristics of train marshaling has been slow.

[0003] Existing route unlocking technologies mostly rely on the control model of independent trains, failing to fully consider the closely coordinated and dynamic operation characteristics of train formations. This leads to numerous problems, such as difficulty in accurately determining the timing of route unlocking, resulting in train delays; inefficient resource coordination, which fails to fully utilize the advantages of train formations; and rigid signal control methods that are unable to adapt to the dynamic changes in train formations, ultimately resulting in low resource utilization and transportation efficiency during train operations. Therefore, a more effective data processing method is urgently needed to address these issues. Summary of the Invention

[0004] In view of this, embodiments of this specification provide a data processing method. This specification also relates to a data processing system, a data processing apparatus, a computing device, a computer-readable storage medium, and a computer program product to solve the above-mentioned problems existing in the prior art.

[0005] According to a first aspect of an embodiment of this specification, there is provided a data processing method, including: Collect train formation data for a target train in the train formation; Calculating envelope information of the train formation according to the train formation data, and determining logical section occupancy information corresponding to the envelope information; The route status corresponding to the train formation is determined based on the logical section occupancy information and the axle counting section occupancy information corresponding to the interlocking.

[0006] Optionally, collecting train formation data for a target train in the train formation includes: Determining at least two train formations in the train formation, and collecting train data for each of the at least two train formations; The train data corresponding to the at least two marshaling trains are used as the train marshaling data of the target train.

[0007] Optionally, the determination of the train formation includes: Determine at least two adjacent trains to be assembled; When the authorization range of the rear-sequence car in the at least two trains to be formed is associated with the front-sequence car, and the train operation data between the rear-sequence car and the front-sequence car meets the formation conditions, the train formation is formed based on the at least two trains to be formed.

[0008] Optionally, the calculating the envelope information of the train formation according to the train formation data includes: Calculating the head safe operating position of the head train and the tail safe operating position of the tail train in the train formation according to the speed data, position data and delay data in the train formation data; The operating range between the head safe operating position and the tail safe operating position is used as the envelope information of the train formation.

[0009] Optionally, determining the logical segment occupancy information corresponding to the envelope information includes: Determine the associated logical segments and the non-associated logical segments corresponding to the envelope information; The segment information of the associated logical segment and the segment information of the non-associated logical segment are used as the logical segment occupancy information.

[0010] Optionally, the determining the route status corresponding to the train formation based on the logical section occupancy information and the axle counting section occupancy information corresponding to the interlocking includes: When the target logical section is determined to be occupied based on the logical section occupancy information, and the target axle counting section is determined to be occupied based on the axle counting section occupancy information corresponding to the interlocking, the route locking state corresponding to the train formation is used as the route state.

[0011] Optionally, the determining the route status corresponding to the train formation based on the logical section occupancy information and the axle counting section occupancy information corresponding to the interlocking includes: If it is determined that the target logical segment is occupied based on the logical segment occupancy information, and if it is determined that the target axle counting segment is not occupied based on the axle counting segment occupancy information corresponding to the interlocking, a segment occupancy status check is performed; When it is determined based on the logical section occupancy information that the target logical section is in a non-occupied state, and when it is determined based on the axle counting section occupancy information corresponding to the interlocking that the target axle counting section is in a non-occupied state, the route unlocking state corresponding to the train formation is used as the route state.

[0012] Optionally, before using the route unlocking state corresponding to the train formation as the route state, the method further includes: determining a preceding axle counting section and a succeeding axle counting section of the target axle counting section; When it is determined that the section status of the target axle counting section and the preceding axle counting section is section unoccupied, and the section status of the succeeding axle counting section is section occupied or section unoccupied, the route is unlocked for the train formation.

[0013] According to a second aspect of an embodiment of this specification, there is provided a data processing system including a line controller and an interlock; The line controller is configured to collect train formation data for a target train in the train formation; calculate envelope information of the train formation based on the train formation data, and determine logical section occupancy information corresponding to the envelope information; and send the logical section occupancy information to the interlocking; The interlocking is used to determine the route status corresponding to the train formation based on the logical section occupancy information and the axle counting section occupancy information corresponding to the interlocking.

[0014] According to a third aspect of the embodiments of this specification, there is provided a data processing device, including: a collection module configured to collect train formation data for a target train in the train formation; a calculation module configured to calculate envelope information of the train formation according to the train formation data, and determine logical section occupancy information corresponding to the envelope information; The determination module is configured to determine the route status corresponding to the train formation based on the logical section occupancy information and the axle counting section occupancy information corresponding to the interlocking.

[0015] According to the fourth aspect of the embodiments of this specification, a computing device is provided, comprising a memory, a processor, and a computer program or instructions stored in the memory and executable on the processor, wherein the processor implements the steps of the data processing method when executing the computer program or instructions.

[0016] According to a fifth aspect of the embodiments of this specification, a computer-readable storage medium is provided, which stores a computer program or instructions, and when the computer program or instructions are executed by a processor, the steps of the data processing method are implemented.

[0017] According to a sixth aspect of the embodiments of this specification, a computer program product is provided, comprising a computer program or instructions, which implement the steps of the above-mentioned data processing method when executed by a processor.

[0018] This data processing method, provided in this specification, collects train formation data for a target train within a train formation; calculates the train formation's envelope information based on the train formation data and determines the logical section occupancy information corresponding to the envelope information; and determines the corresponding route status of the train formation based on the logical section occupancy information and the axle counting section occupancy information corresponding to the interlocking. This route status is monitored and controlled to unlock and lock routes, efficiently allocating routes to trains, improving resource utilization while enhancing train operational efficiency and transportation effectiveness. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a flow chart of a data processing method provided in one embodiment of this specification; Figure 2 This is a train marshaling diagram of a data processing method provided in one embodiment of this specification; Figure 3 This is a processing flow chart of a data processing method applied to a virtual train formation provided in an embodiment of this specification; Figure 4 This is a structural diagram of a data processing system provided in one embodiment of this specification; Figure 5 This is a structural diagram of a data processing device provided in one embodiment of this specification; Figure 6 This is a structural block diagram of a computing device provided in one embodiment of this specification. DETAILED DESCRIPTION

[0020] The following description sets forth many specific details to facilitate a thorough 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 scope of this specification. Therefore, this specification is not limited to the specific implementations disclosed below.

[0021] The terms used in one or more embodiments of this specification are for the purpose of describing specific embodiments only and are not intended to limit one or more embodiments of this specification. The singular forms "a," "the," and "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 otherwise. It should also be understood that the term "and / or" used in one or more embodiments of this specification refers to and includes any or all possible combinations of one or more associated listed items.

[0022] 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, such information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of one or more embodiments of this specification, the first may also be referred to as the second, and similarly, the second may also be referred to as the 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".

[0023] First, the terms involved in one or more embodiments of this specification are explained.

[0024] Virtual Coupling (VC): A train operation control technology that replaces traditional mechanical coupling with wireless communication, enabling trains to be recoupled or uncoupled in real time and quickly. Virtual coupling technology allows trains of different models to obtain the operating status of the preceding train through wireless communication between trains during operation, thereby achieving dynamic train formation and operation control.

[0025] LC (Line Controller): The LC system is primarily responsible for calculating movement authorizations (MAs) for communication trains within its control area based on the position information reported by the communication trains, the routes arranged by the interlocking, and the track occupancy / vacancy information provided by the wayside equipment, thereby ensuring the safe operation of the communication trains within its control area.

[0026] ATP (Automatic Train Protection): ATP is an onboard subsystem that directly ensures train safety, providing comprehensive protection. Installed at the front and rear of each train, ATP uses speed sensors, speed radar, and an odometer for autonomous positioning. It uses a transponder to correct the train's position and speed. It obtains movement authorization (MA) via wireless communication (or a variable data transponder), calculates and generates the train's control speed curve, and maintains the train's position and speed to ensure operational safety.

[0027] MA (Movement Authority): Permission for a train to enter and travel within a specific area in a given direction. The movement authorization should take into account information on various dangerous points ahead of the train and ensure that the train's normal movement within the authorized range is unrestricted. The end of the movement authorization should not exceed the dangerous point.

[0028] Axle counting section: Track circuits are generally no longer set up on urban rail main lines. Instead, axle counters are used to complete train section occupancy checks. Axle counters are used to divide the line into logically isolated sections, which are called axle counting sections.

[0029] In the present specification, a data processing method is provided, and the present specification also relates to a data processing device, a computing device, a computer-readable storage medium and a computer program product, which are described in detail in the following embodiments.

[0030] Figure 1 A flowchart of a data processing method according to an embodiment of the present specification is shown, which specifically includes the following steps: Step 102: Collect train marshalling data for a target train in a train marshalling.

[0031] Specifically, the train marshalling can be a marshalling composed of at least two adjacent trains running on a running path, and the trains in the train marshalling are hard connected to each other, i.e., mechanically coupled. The train marshalling can also be a virtual marshalling, i.e., the train marshalling is formed by using digital intelligent technology instead of hard connection between two trains. The target train can be a train included in the train marshalling. The train marshalling data can be data such as position, running speed, turnout position and state, track section occupation, network communication delay of each device of the target train in the train marshalling.

[0032] Based on this, when detecting and controlling the route of the train marshalling, the train marshalling data of the target train in the train marshalling can be collected. The train marshalling data is stored in a basic data pool to provide a basis for subsequent analysis of track section occupation information.

[0033] Further, considering that the train marshalling includes at least two trains, when collecting the train marshalling data of the train marshalling, data of each train in the train marshalling needs to be collected, which is specifically implemented as follows: At least two marshalling trains are determined in the train marshalling, and train data of the at least two marshalling trains is collected respectively; and the train data corresponding to the at least two marshalling trains is taken as the train marshalling data of the target train.

[0034] Specifically, the marshalling train is a train included in the train marshalling, and the at least two marshalling trains are sequentially arranged to form a virtual marshalling. The train data is real-time position, running speed, turnout position and state, track section occupation, network communication delay and the like of the marshalling train. The target train is all the marshalling trains included in the train marshalling.

[0035] Based on this, at least two marshalling trains are determined in the train marshalling, and data of the at least two marshalling trains is collected respectively, and the position, running speed, turnout position and state, track section occupation, network communication delay and the like of each marshalling train are taken as the train data of the marshalling train. The train data corresponding to the at least two marshalling trains is taken as the train marshalling data of the target train.

[0036] For example, the train corresponding to the train formation can be a train used for public transportation such as subways, trams, and guided trains in the field of rail transportation. The train formation can be a virtual formation. Figure 2 As shown, the virtual train consists of three virtual trains, 1, 2, and 3. Virtual trains 1, 2, and 3 use wireless communication instead of traditional mechanical coupling. During operation, the virtual trains obtain the operating status of the preceding train through car-to-car wireless communication, thereby achieving dynamic train formation. When collecting data for the virtual train, data is collected separately for virtual trains 1, 2, and 3. The real-time position, operating speed, switch position and status, track section occupancy, and network communication delay of each virtual train are collected as train data. The train data corresponding to virtual trains 1, 2, and 3 constitute the train formation data of the virtual train.

[0037] In summary, when collecting train marshaling data for a train marshaling, data is collected for each train in the train marshaling to improve the comprehensiveness of the train marshaling data collection.

[0038] Furthermore, since the train marshaling can be virtual marshaling, which realizes the dynamic marshaling of the train, it is necessary to confirm the virtual marshaling during the train operation. The specific implementation is as follows: Determine at least two adjacent trains to be formed; and form the train formation based on the at least two trains to be formed when the authorization range of the rear-sequence car in the at least two trains to be formed is associated with the front-sequence car and the train operation data between the rear-sequence car and the front-sequence car meet the formation conditions.

[0039] Specifically, the running positions of at least two trains to be assembled are adjacent. The train assembly can be judged and confirmed by the line controller. The authorization range of the rear-sequence car is the movement authorization calculated by the rear-sequence car. The authorization range of the rear-sequence car is associated with the front-sequence car, which means that the movement authorization calculated by the rear-sequence car is withdrawn to a safety protection distance from the tail of the front-sequence car. The train operation data includes but is not limited to the interval between the front-sequence car and the subsequent train, the running speed and acceleration of the front-sequence car, and the running speed and acceleration of the subsequent train. The assembly conditions correspond to the train operation data, including the interval threshold, the speed difference threshold and the acceleration difference threshold. The interval threshold represents the interval distance threshold between the front-sequence car and the rear-sequence car. The speed difference threshold represents the speed difference threshold between the front-sequence car and the rear-sequence car. The acceleration difference threshold represents the acceleration difference threshold between the front-sequence car and the rear-sequence car.

[0040] Based on this, at least two adjacent trains to be assembled are determined along the train's travel direction on the train's travel path. If the authorization range of the rear train in the at least two trains to be assembled is associated with the front train, and the train operation data between the rear train and the front train meets the assembly conditions, it means that the authorization range of the rear train is associated with the front train. That is, the movement authorization calculated by the rear train is retreated a safety protection distance from the tail of the front train, and the train interval between the front train and the rear train is less than the interval threshold, the speed difference between the front train and the rear train is less than the speed difference threshold, and the acceleration difference between the front train and the rear train is less than the acceleration difference threshold. At this time, a train formation can be formed based on the at least two trains to be assembled.

[0041] Continuing with the previous example, data collection is performed on trains traveling along the route, capturing real-time operational data such as position, speed, acceleration, direction, and onboard equipment status. By analyzing this real-time operational data, it is determined that the subsequent train can track the preceding train, and that the interval between them is within a threshold of 500m, the speed difference is within a threshold of 15km / h, and the acceleration difference is within a threshold of 0.1m / s / s. A train formation can be formed based on the preceding and subsequent trains, i.e., a virtual formation.

[0042] To sum up, when the authorization range of the rear-sequence car in at least two trains to be formed is associated with the front-sequence car, and the train operation data between the rear-sequence car and the front-sequence car meets the formation conditions, the train formation is formed based on at least two trains to be formed, thereby improving the accuracy of train formation generation.

[0043] Step 104: Calculate the envelope information of the train formation according to the train formation data, and determine the logical section occupancy information corresponding to the envelope information.

[0044] Specifically, after collecting train marshaling data for the target train in the train marshaling, the train marshaling envelope information can be calculated based on the train marshaling data, and the logical segment occupancy information corresponding to the envelope information can be determined. The train marshaling envelope information refers to the train marshaling safety envelope, which represents the safe operating range of the train marshaling while taking into account network latency factors. The logical segment occupancy information represents the segment occupancy within and outside the safety envelope corresponding to the envelope information.

[0045] Based on this, after collecting the train formation data for the target train in the train formation, the envelope information of the train formation is calculated according to the train formation data, and the sections occupied and unoccupied by the safety envelope corresponding to the envelope information are determined, and the logical section occupancy information corresponding to the formation train is generated based on the sections occupied and unoccupied by the safety envelope.

[0046] Furthermore, considering that the train formation contains at least two train formations and each train formation has a certain length, it is necessary to consider the length of the train formation when calculating the envelope information, and calculate the envelope information based on the head train and the tail train in the train formation. The specific implementation is as follows: The head safe operating position of the head train in the train formation and the tail safe operating position of the tail train are calculated based on the speed data, position data and delay data in the train formation data; the operating range between the head safe operating position and the tail safe operating position is used as the envelope information of the train formation.

[0047] Specifically, speed data in train formation data includes train speed and acceleration, position data may include the train's position subject to delay, and delay data refers to communication delay. The leading train may be the first train in the train formation determined by its direction of travel, and the trailing train may be the last train in the train formation determined by its direction of travel. The leading safe operating position indicates the delayed operating position of the leading train under the influence of network delay, while the trailing safe operating position indicates the delayed operating position of the trailing train under the influence of network delay.

[0048] Based on this, the speed, position, and delay data in the train formation data are used to calculate the safe operating position of the head train and the tail train within the train formation, under the influence of network delay factors. The range of possible train operations between the head and tail safe operating positions is used as the train formation envelope information.

[0049] Using the above example, when the line controller collects the train position data of the train formation, there is a delay in the train position data. It is necessary to calculate the possible running distance of the train in the train formation based on the delay. Figure 2 As shown, the virtual train set includes virtual train set 1, virtual train set 2, and virtual train set 3. Virtual train set 1 is the head train, and virtual train set 3 is the tail train. Based on the position, speed, acceleration, and communication delay time of the trains in the train set, the possible running distance of the trains in the train set is calculated according to S=VT+0.5aT*T. Among them, S represents the possible running distance of the train; V represents the speed; T represents the delay time; and a represents the acceleration. At this time, the front safety position of virtual train set 1 is the farthest position of the front delayed running, and the rear safety position of virtual train set 3 is the position that the rear of the train may run to within the possible running distance of the train, that is, the rear safety position. The distance range between the front safety position and the rear safety position is the envelope information.

[0050] In summary, the operating range between the safe operating position of the head train and the safe operating position of the tail train within a train formation is used as the train formation envelope information. This envelope information is used in subsequent segment occupancy analysis of the train formation to improve the accuracy of the analysis results.

[0051] Furthermore, considering that the path of the train formation is divided into multiple sections, the sections occupied and unoccupied by the train formation can be determined based on the envelope information, and logical section occupancy information can be generated. The specific implementation is as follows: Determine the associated logical segment and the non-associated logical segment corresponding to the envelope information; and use the segment information of the associated logical segment and the segment information of the non-associated logical segment as the logical segment occupancy information.

[0052] Specifically, an associated logical segment refers to a logical segment included in the envelope information of the formal path corresponding to the train formation, while an unassociated logical segment refers to a segment not included in the envelope information. The segment information of an associated logical segment can include the segment identifier of the associated logical segment and occupancy identifier information indicating that the segment is occupied by the train formation; the segment information of an unassociated logical segment can include the segment identifier of the unassociated logical segment. Logical segment occupancy information indicates the segment occupancy status of the train formation at the time the train formation data was collected while the formation was in motion.

[0053] Based on this, the segments divided based on the train formation's travel path are treated as associated logical segments if the logical segments are included in the envelope information, and as non-associated logical segments if the logical segments are not included in the envelope information. The segment information of the associated logical segments and the segment information of the non-associated logical segments are used as logical segment occupancy information. The associated logical segments are set as train formation train occupancy, and the non-associated logical segments are set as non-train formation train occupancy.

[0054] Continuing with the above example, if the train formation's travel path includes 10 logical segments, and based on the envelope information, logical segments 3-6 are determined to be occupied, then logical segments 3, 4, 5, and 6 are identified as associated logical segments. Logical segments 1, 2, 7, 8, 9, and 10 are identified as non-associated logical segments. Segment occupancy information for the associated logical segments is generated based on the segment identification and occupancy status of the associated logical segments, and segment occupancy information for the non-associated logical segments is generated based on the segment identification and occupancy status of the non-associated logical segments. The segment occupancy information for the associated logical segments and the segment occupancy information for the non-associated logical segments are used as the logical segment occupancy information.

[0055] In summary, the section information of the associated logical section and the section information of the non-associated logical section are taken as the logical section occupancy information, so that the section occupancy can be accurately determined based on the envelope information. This facilitates subsequent route analysis for train marshalling.

[0056] Step 106: determining the route state corresponding to the train marshalling based on the logical section occupancy information and the axle counting section occupancy information corresponding to the interlocking.

[0057] Specifically, after the envelope information of the train marshalling is calculated based on the train marshalling data and the logical section occupancy information corresponding to the envelope information is determined, the route state corresponding to the train marshalling can be determined based on the logical section occupancy information and the axle counting section occupancy information corresponding to the interlocking. The interlocking refers to an interlocking device used to control the turnout, route and signal of a station. The axle counting section occupancy information is collected by the interlocking, and the collection object is the axle counting section. The axle counting section occupancy information represents the occupancy of the axle counting section. The route state refers to the locked or open state of the route of the train marshalling, which refers to the road authorization state after the route is unlocked and locked.

[0058] Based on this, after the envelope information of the train marshalling is calculated based on the train marshalling data and the logical section occupancy information corresponding to the envelope information is determined, the axle counting section occupancy information collected by the interlocking is obtained, and the route state of the train marshalling is determined based on the logical section occupancy information and the axle counting section occupancy information.

[0059] Further, considering that the update of the occupancy state of the logical section may have network delay, the determination of the route state can be assisted by the occupancy state of the axle counting section. The specific implementation is as follows: In the case that the target logical section is in the occupancy state based on the logical section occupancy information, and the target axle counting section is in the occupancy state based on the axle counting section occupancy information corresponding to the interlocking, the locked state of the route corresponding to the train marshalling is taken as the route state.

[0060] Specifically, the target logical section is the logical section corresponding to the logical section occupancy information, and the target axle counting section is the axle counting section corresponding to the axle counting section occupancy information. The target logical section being in the occupancy state means that the target axle counting section is being occupied or locked by the train. The locked state of the route means that the route of the train marshalling is locked, which means that the train marshalling occupies the logical section corresponding to the route. The target axle counting section monitors the passing of the wheel in real time by means of the high-precision axle sensor, and the data is processed by multiple filtering and verification to exclude interference, so it has a certain accuracy. The position of the target axle counting section is associated with the position of the target logical section, that is, the axle counting sections contained in the target axle counting section correspond to the logical sections contained in the target logical section in the geographical position dimension.

[0061] Based on this, if the target logical section is determined to be truly occupied based on the condition that the target logical section is determined to be in an occupied state based on the logical section occupancy information and the target axle section is determined to be in an occupied state based on the axle section occupancy information corresponding to the interlocking, the route locking state corresponding to the train marshalling is taken as the route state. The occupancy state of the target axle section is used to detect whether the occupancy state of the target logical section is affected by network delay.

[0062] In the above example, after the interlocking receives the logical section occupancy information of the virtual marshalling train and the actual train sent by the line controller, that is, the logical section occupancy information, a strict section occupancy judgment process is started immediately. For each logical section, the logical section occupancy identifier and the axle section occupancy identifier are compared at the same time. In the case where the logical section is determined to be in an occupied state based on the logical section occupancy identifier and the axle section is determined to be in an occupied state based on the axle section occupancy identifier, it is determined that the logical section is truly occupied, and the route of the virtual marshalling train is locked.

[0063] In summary, in the case where the target logical section and the target axle section are both in an occupied state, the route is locked, the flexible control of the route is realized, and the safety of train operation is ensured.

[0064] Further, considering that the states of the target logical section and the target axle section may be consistent or inconsistent at the same time, route control and section verification need to be performed according to the states of the target logical section and the target axle section, and the specific implementation is as follows: In the case where the target logical section is determined to be in an occupied state based on the logical section occupancy information and the target axle section is determined to be in a non-occupied state based on the axle section occupancy information corresponding to the interlocking, section occupancy state verification is performed; in the case where the target logical section is determined to be in a non-occupied state based on the logical section occupancy information and the target axle section is determined to be in a non-occupied state based on the axle section occupancy information corresponding to the interlocking, the route unlocking state corresponding to the train marshalling is taken as the route state.

[0065] Based on this, when the target logical section is determined to be occupied based on the logical section occupancy information, and when the target axle counting section is determined to be unoccupied based on the axle counting section occupancy information corresponding to the interlocking, a section occupancy status check is performed. The section occupancy status check is used to accurately judge the section occupancy status. The occupancy status check can be performed using methods such as fault diagnosis and redundant verification procedures. The purpose is to determine the actual occupancy status of the section by combining multi-source data to ensure that the section occupancy determination is accurate and correct. When the target logical section is determined to be unoccupied based on the logical section occupancy information, and when the target axle counting section is determined to be unoccupied based on the axle counting section occupancy information corresponding to the interlocking, the route unlocking status corresponding to the train formation is used as the route status. The route unlocking status means that the section corresponding to the route is unlocked when the section is idle.

[0066] Continuing with the previous example, if there's a discrepancy between the occupancy status of the logical section and the axle counting section—that is, the logical section is occupied while the axle counting section corresponding to the logical section's location is unoccupied—this indicates that the logical section is occupied, while the axle counting section has no axle count change. At this point, a fault diagnosis and redundancy check process is initiated, integrating multi-source data (adjacent section occupancy correlation and equipment condition monitoring) to determine the true occupancy status of the section. If both the logical section and the axle counting section are unoccupied, the virtual train is determined to have completely exited the logical section, and the axle counting section is now idle. The route unlocking process can then be initiated, completing the route unlocking.

[0067] To summarize, if the target logical section is occupied and the target axle counting section is unoccupied, the section occupancy status check is performed. If both the target logical section and the target axle counting section are unoccupied, the route is unlocked. Route control is implemented based on the status of the target logical section and the target axle counting section, improving route control accuracy.

[0068] Furthermore, before unlocking the train route, it is necessary to perform a status check on the preceding and succeeding axle counting sections based on the target axle counting section. Only when the check passes can the train route be unlocked. The specific implementation is as follows: Determine the preceding axle counting section and the succeeding axle counting section of the target axle counting section; when it is determined that the section status of the target axle counting section and the preceding axle counting section is section unoccupied, and the section status of the succeeding axle counting section is section occupied or section unoccupied, unlock the route for the train formation.

[0069] Specifically, the preceding axle counting segment of a target axle counting segment is the axle counting segment immediately preceding the target axle counting segment, and the succeeding axle counting segment is the axle counting segment immediately following the target axle counting segment. The target, preceding, and succeeding axle counting segments can have a segment status of either occupied or unoccupied. A segment status of occupied indicates that a train is currently passing through the segment, is about to pass through it, or has just passed through it, and the segment status has not changed. Route unlocking unlocks the routes within a train formation, allowing trains within the formation to travel.

[0070] Based on this, the preceding axle counting section before the target axle counting section and the succeeding axle counting section after the target axle counting section are determined. If the section status of the target axle counting section and the preceding axle counting section is determined to be unoccupied, and the section status of the succeeding axle counting section is determined to be occupied or unoccupied, it indicates that the target axle counting section and the preceding axle counting section are idle and have passed the test, and the route unlocking can be performed for the train formation.

[0071] Continuing with the above example, the interlocking process must follow a strict three-point check to initiate the unlocking process. Specifically, it checks whether the current section (the target axle counting section) is occupied, and whether the sections preceding and following the current section are occupied. This essentially checks the status changes of the preceding, current, and following sections in sequence. If it is confirmed that the preceding section was previously occupied and cleared, the current section was previously occupied and cleared, and the following section was previously occupied or is currently occupied, the unlocking process can be initiated, and the route unlocked.

[0072] To sum up, when it is determined that the section status of the target axle counting section and the preceding axle counting section is section unoccupied, and the section status of the subsequent axle counting section is section occupied or section unoccupied, the route unlocking is performed on the train formation to improve the accuracy and safety of the route unlocking of the train formation.

[0073] This data processing method, provided in this specification, collects train formation data for a target train within a train formation; calculates the train formation's envelope information based on the train formation data and determines the logical section occupancy information corresponding to the envelope information; and determines the corresponding route status of the train formation based on the logical section occupancy information and the axle counting section occupancy information corresponding to the interlocking. This route status is monitored and controlled to unlock and lock routes, efficiently allocating routes to trains, improving resource utilization while enhancing train operational efficiency and transportation effectiveness.

[0074] The following combined Figure 3 , taking the application of the data processing method provided in this specification in a virtual train as an example, the data processing method is further explained. Figure 2A processing flow chart of a data processing method applied to a virtual train formation provided in an embodiment of this specification is shown, which specifically includes the following steps: Step 302: Determine at least two marshaling trains in the virtual marshaling, collect train data for the at least two marshaling trains respectively, and use the train data corresponding to the at least two marshaling trains as virtual marshaling train data of the target train.

[0075] After the LC system determines that a train has formed a virtual formation, it obtains all information and status about the train's position, speed, switch position and status, track section occupancy, and network communication delays of each device, forming the virtual formation train data. This builds a comprehensive basic data pool, providing an accurate basis for subsequent occupancy information analysis.

[0076] When determining virtual train formations, the LC system receives real-time train operating data from the ATP system, including key information such as position, speed, acceleration, direction of travel, and onboard equipment status. When the trailing train can track the leading train, and the interval, speed, and acceleration between the two trains are within the specified range, the LC system configures the two trains into a virtual train formation.

[0077] Step 304: Calculate the head safe operating position of the head train and the tail safe operating position of the tail train in the virtual formation according to the speed data, position data and delay data in the virtual formation train data.

[0078] Step 306: The operating range between the head safe operating position and the tail safe operating position is used as the envelope information of the virtual grouping.

[0079] Based on the virtual train data, the safe position information (safe front and rear) of all trains in the virtual train formation is calculated. The maximum operating position of the current train is calculated based on the train's current position, train acceleration, maximum speed, and train communication delay time. The leading and trailing trains in the virtual train formation are determined. The envelope information of the virtual train formation is obtained from the safe front position of the leading train to the safe rear position of the trailing train.

[0080] Step 308: Determine the associated logical segments and the non-associated logical segments corresponding to the envelope information, and use the segment information of the associated logical segments and the segment information of the non-associated logical segments as the logical segment occupancy information.

[0081] Based on the calculated envelope information of the virtual train, the logical segments included in the entire envelope are calculated and set as occupied by the virtual train. At the same time, the logical segments outside the envelope information of the virtual train are set as non-occupied by the virtual train. The logical segments included in the envelope are called associated logical segments, and the logical segments not included in the envelope are called non-associated logical segments.

[0082] Step 310: When it is determined that the target logical section is occupied based on the logical section occupancy information and the target axle counting section is occupied based on the interlocking corresponding axle counting section occupancy information, the route locking state corresponding to the virtual grouping is determined.

[0083] In actual application, the interlocking system confirms that the section is actually occupied only when the logical section is marked as occupied and the axle counting section is synchronously displayed as occupied.

[0084] Step 312: If it is determined based on the logical section occupancy information that the target logical section is occupied and based on the interlocking corresponding axle counting section occupancy information that the target axle counting section is not occupied, perform a section occupancy check.

[0085] If there is a difference between the two, such as the train's logical section shows occupancy but there is no change in the number of axles in the axle counting section, the system will start the fault diagnosis and redundancy verification program, and integrate multi-source data (such as adjacent section occupancy correlation, equipment condition monitoring) to determine the actual occupancy situation, ensure that the section occupancy judgment is accurate, and prevent route management chaos and safety risks caused by misjudgment.

[0086] Step 314: When it is determined based on the logical section occupancy information that the target logical section is in a non-occupied state and based on the interlocking corresponding axle counting section occupancy information that the target axle counting section is in a non-occupied state, the route unlocking state corresponding to the virtual grouping is determined.

[0087] Only when all virtual trains within the logical section have completely departed (as confirmed by the LC system's real-time tracking of train positions) and all axle counting sections are idle, does the interlocking system initiate the unlocking process, following a strict three-point inspection principle. The unlocking process includes determining the preceding and succeeding axle counting sections of the target axle counting section. Once the target and preceding axle counting sections are determined to be unoccupied (previously occupied and cleared), and the succeeding axle counting section is determined to be occupied or unoccupied (previously occupied or currently occupied), the unlocking process is initiated, unlocking the route for the virtual train.

[0088] In summary, the data processing method provided in an embodiment of this specification greatly reduces the number of unnecessary waiting and starting and stopping times of trains, shortens the train running interval, and enhances the line's throughput capacity by accurately determining the formation of virtual marshaling and optimizing the route unlocking logic. In high-density driving scenarios, the route allocation of virtual marshaling trains and ordinary trains is efficiently coordinated to avoid idle and conflicting route resources, maximize the utilization of transportation resources, effectively improve the operating efficiency and transportation efficiency of the overall rail transit network, alleviate peak passenger flow pressure, and enhance the service level and attractiveness of public transportation. Train virtual marshaling technology connects multiple trains virtually by using virtual marshaling technology to achieve the minimum tracking distance, and the route unlocking problem of a single train becomes a multi-train situation. Multiple trains are regarded as a single vehicle in the train control system, and the mobile authorization is calculated for the entire system, thereby achieving the purpose of overall route unlocking.

[0089] Corresponding to the above method embodiment, this specification also provides a data processing system embodiment, Figure 4 FIG. 1 shows a schematic diagram of a data processing system provided in an embodiment of this specification. Figure 4 As shown, the data processing system 400 includes a line controller 410 and an interlocking 420; the line controller 410 is used to collect train formation data for a target train in the train formation; calculate the envelope information of the train formation based on the train formation data, and determine the logical section occupancy information corresponding to the envelope information; send the logical section occupancy information to the interlocking; the interlocking 420 is used to determine the route status corresponding to the train formation based on the logical section occupancy information and the axle counting section occupancy information corresponding to the interlocking.

[0090] In practical applications, the data processing system includes a line controller and an interlocking system. The line controller is used to determine whether trains form a train formation, i.e., a virtual formation. After the trains form a train formation, the line controller is also used to collect data from the trains in the formation. Specifically, it collects train formation data such as train position information, train speed data, switch position and status, track segment occupancy, and network communication delays of various devices for the target train in the formation. Based on the train formation data, the envelope information of the train formation is calculated and the logical segment occupancy information corresponding to the envelope information is determined. The line controller transmits this logical segment occupancy information to the interlocking system. Based on the received logical segment occupancy information and the collected axle counting segment occupancy information, the interlocking system determines the route status corresponding to the train formation. The interlocking system detects and controls the route status, unlocks and locks the route, and efficiently allocates routes to trains, improving resource utilization while enhancing train operating efficiency and transportation performance.

[0091] The above is a schematic diagram of a data processing system according to this embodiment. It should be noted that the technical solution of the data processing system and the technical solution of the above-mentioned data processing method are based on the same concept. For details not described in detail in the technical solution of the data processing system, please refer to the description of the technical solution of the above-mentioned data processing method.

[0092] Corresponding to the above method embodiment, this specification also provides a data processing device embodiment, Figure 5 FIG1 shows a schematic diagram of the structure of a data processing device provided by an embodiment of this specification. Figure 5 As shown, the device includes: The collection module 502 is configured to collect train formation data for a target train in the train formation; a calculation module 504 configured to calculate envelope information of the train formation according to the train formation data, and determine logical section occupancy information corresponding to the envelope information; The determination module 506 is configured to determine the route status corresponding to the train formation based on the logical section occupancy information and the axle counting section occupancy information corresponding to the interlocking.

[0093] In an optional embodiment, the acquisition module 502 is further configured to: Determining at least two train formations in the train formation, and collecting train data for each of the at least two train formations; The train data corresponding to the at least two marshaling trains are used as the train marshaling data of the target train.

[0094] In an optional embodiment, the acquisition module 502 is further configured to: Determine at least two adjacent trains to be assembled; When the authorization range of the rear-sequence car in the at least two trains to be formed is associated with the front-sequence car, and the train operation data between the rear-sequence car and the front-sequence car meets the formation conditions, the train formation is formed based on the at least two trains to be formed.

[0095] In an optional embodiment, the calculation module 504 is further configured to: Calculating the head safe operating position of the head train and the tail safe operating position of the tail train in the train formation according to the speed data, position data and delay data in the train formation data; The operating range between the head safe operating position and the tail safe operating position is used as the envelope information of the train formation.

[0096] In an optional embodiment, the calculation module 504 is further configured to: Determine the associated logical segments and the non-associated logical segments corresponding to the envelope information; The segment information of the associated logical segment and the segment information of the non-associated logical segment are used as the logical segment occupancy information.

[0097] In an optional embodiment, the determining module 506 is further configured to: When the target logical section is determined to be occupied based on the logical section occupancy information, and the target axle counting section is determined to be occupied based on the axle counting section occupancy information corresponding to the interlocking, the route locking state corresponding to the train formation is used as the route state.

[0098] In an optional embodiment, the determining module 506 is further configured to: If it is determined that the target logical segment is occupied based on the logical segment occupancy information, and if it is determined that the target axle counting segment is not occupied based on the axle counting segment occupancy information corresponding to the interlocking, a segment occupancy status check is performed; When it is determined based on the logical section occupancy information that the target logical section is in a non-occupied state, and when it is determined based on the axle counting section occupancy information corresponding to the interlocking that the target axle counting section is in a non-occupied state, the route unlocking state corresponding to the train formation is used as the route state.

[0099] In an optional embodiment, the determining module 506 is further configured to: determining a preceding axle counting section and a succeeding axle counting section of the target axle counting section; When it is determined that the section status of the target axle counting section and the preceding axle counting section is section unoccupied, and the section status of the succeeding axle counting section is section occupied or section unoccupied, the route is unlocked for the train formation.

[0100] The data processing device provided in this specification collects train formation data for a target train within a train formation; calculates the train formation's envelope information based on the train formation data and determines the logical section occupancy information corresponding to the envelope information; and determines the route status corresponding to the train formation based on the logical section occupancy information and the axle counting section occupancy information corresponding to the interlocking. This route status is detected and controlled to unlock and lock routes, efficiently allocating routes to trains, improving resource utilization while enhancing train operational efficiency and transportation effectiveness.

[0101] The above is a schematic diagram of a data processing device according to this embodiment. It should be noted that the technical solution of the data processing device and the technical solution of the above-mentioned data processing method are based on the same concept. For details not described in detail in the technical solution of the data processing device, please refer to the description of the technical solution of the above-mentioned data processing method.

[0102] Figure 6 6 shows a block diagram of a computing device 600 according to an embodiment of the present disclosure. Components of the computing device 600 include, but are not limited to, a memory 610 and a processor 620. The processor 620 is connected to the memory 610 via a bus 630, and a database 650 is used to store data.

[0103] The computing device 600 also includes an access device 640 that enables the computing device 600 to communicate via one or more networks 660. Examples of such 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 640 may include one or more of any type of network interface (e.g., a network interface controller (NIC)) whether wired or wireless, such as an IEEE 802.11 wireless local area network (WLAN) wireless interface, a Worldwide Interoperability for Microwave Access (Wi-MAX) interface, an Ethernet interface, a universal serial bus (USB) interface, a cellular network interface, a Bluetooth interface, a near field communication (NFC) interface, and the like.

[0104] In one embodiment of the present specification, the above components of the computing device 600 and Figure 6 Other components not shown in the figure may also be connected to each other, for example, via a bus. Figure 6 The computing device structure block diagram shown is for illustrative purposes only and is not intended to limit the scope of this specification. Those skilled in the art may add or replace other components as needed.

[0105] Computing device 600 can be any type of stationary or mobile computing device, including a mobile computer or mobile computing device (e.g., a tablet computer, personal digital assistant, laptop computer, notebook computer, netbook computer, etc.), a mobile phone (e.g., a smartphone), a wearable computing device (e.g., a smartwatch, smart glasses, etc.), or other types of mobile devices, or a stationary computing device such as a desktop computer or personal computer (PC). Computing device 600 can also be a mobile or stationary server.

[0106] The processor 620 implements the steps of the data processing method when executing the computer program or instructions.

[0107] The above is a schematic scheme of a computing device of this embodiment. It should be noted that the technical scheme of the computing device and the technical scheme of the above-mentioned data processing method are of the same concept. For details not described in detail in the technical scheme of the computing device, please refer to the description of the technical scheme of the above-mentioned data processing method.

[0108] An embodiment of the present specification further provides a computer-readable storage medium storing a computer program or instruction. When the computer program or instruction is executed by a processor, the steps of the data processing method described above are implemented.

[0109] The above is a schematic scheme of a computer-readable storage medium of this embodiment. It should be noted that the technical scheme of the storage medium and the technical scheme of the above-mentioned data processing method are based on the same concept. For details not described in detail in the technical scheme of the storage medium, please refer to the description of the technical scheme of the above-mentioned data processing method.

[0110] An embodiment of the present specification further provides a computer program product, including a computer program or instructions, which implement the steps of the above-mentioned data processing method when executed by a processor.

[0111] The above is a schematic solution of a computer program product of this embodiment. It should be noted that the technical solution of this computer program product and the technical solution of the above-mentioned data processing method are based on the same concept. For details not described in detail in the technical solution of the computer program product, please refer to the description of the technical solution of the above-mentioned data processing method.

[0112] The foregoing description of this specification describes specific embodiments. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be performed in an order different from that described in the embodiments and still achieve the desired results. Furthermore, the processes depicted in the accompanying drawings do not necessarily require the specific order shown or the sequential order to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0113] The computer program or instructions include computer program code, which may be in source code form, object code form, executable file, or some intermediate form. The computer-readable medium may include any entity or device capable of carrying the computer program code, recording medium, USB flash drive, mobile hard drive, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signal, telecommunication signal, and software distribution medium.

[0114] It should be noted that for the aforementioned method embodiments, for ease of description, they are all expressed as a series of action combinations. However, those skilled in the art should be aware that this specification is not limited to the order of the actions described, because according to this specification, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in this specification are all preferred embodiments, and the actions and modules involved are not necessarily required by this specification.

[0115] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant description of other embodiments.

[0116] The preferred embodiments disclosed above are intended only to help illustrate this specification. The optional embodiments do not exhaustively describe all details, nor do they limit the invention to the specific embodiments described. Obviously, many modifications and variations are possible based on the content of this specification. These embodiments are selected and described in detail in this specification to better explain the principles and practical applications of this specification, thereby enabling those skilled in the art to better understand and utilize this specification. This specification is limited only by the claims and their full scope and equivalents.

Claims

1. A data processing method, characterized in that: include: Collect train formation data for a target train in the train formation; Calculating envelope information of the train formation according to the train formation data, and determining logical section occupancy information corresponding to the envelope information; The route status corresponding to the train formation is determined based on the logical section occupancy information and the axle counting section occupancy information corresponding to the interlocking.

2. The data processing method according to claim 1, wherein: The collecting of train formation data for a target train in the train formation includes: Determining at least two train formations in the train formation, and collecting train data for each of the at least two train formations; The train data corresponding to the at least two marshaling trains are used as the train marshaling data of the target train.

3. The data processing method according to claim 1, wherein: The determination of the train formation includes: Determine at least two adjacent trains to be assembled; When the authorization range of the rear-sequence car in the at least two trains to be formed is associated with the front-sequence car, and the train operation data between the rear-sequence car and the front-sequence car meets the formation conditions, the train formation is formed based on the at least two trains to be formed.

4. The data processing method according to claim 1, wherein: The calculating the envelope information of the train formation according to the train formation data includes: Calculating the head safe operating position of the head train and the tail safe operating position of the tail train in the train formation according to the speed data, position data and delay data in the train formation data; The operating range between the head safe operating position and the tail safe operating position is used as the envelope information of the train formation.

5. The data processing method according to claim 1, wherein: The determining of the logical segment occupancy information corresponding to the envelope information includes: Determine the associated logical segments and the non-associated logical segments corresponding to the envelope information; The segment information of the associated logical segment and the segment information of the non-associated logical segment are used as the logical segment occupancy information.

6. The data processing method according to claim 1, wherein: The determining of the route status corresponding to the train formation based on the logical section occupancy information and the axle counting section occupancy information corresponding to the interlocking includes: When the target logical section is determined to be occupied based on the logical section occupancy information, and the target axle counting section is determined to be occupied based on the axle counting section occupancy information corresponding to the interlocking, the route locking state corresponding to the train formation is used as the route state.

7. The data processing method according to claim 6, characterized in that: The determining of the route status corresponding to the train formation based on the logical section occupancy information and the axle counting section occupancy information corresponding to the interlocking includes: If it is determined that the target logical segment is occupied based on the logical segment occupancy information, and if it is determined that the target axle counting segment is not occupied based on the axle counting segment occupancy information corresponding to the interlocking, a segment occupancy status check is performed; When it is determined based on the logical section occupancy information that the target logical section is in a non-occupied state, and when it is determined based on the axle counting section occupancy information corresponding to the interlocking that the target axle counting section is in a non-occupied state, the route unlocking state corresponding to the train formation is used as the route state.

8. The data processing method according to claim 7, characterized in that: Before the route unlocking state corresponding to the train formation is used as the route state, the method further includes: determining a preceding axle counting section and a succeeding axle counting section of the target axle counting section; When it is determined that the section status of the target axle counting section and the preceding axle counting section is section unoccupied, and the section status of the succeeding axle counting section is section occupied or section unoccupied, the route is unlocked for the train formation.

9. A data processing system, characterized in that: Includes line controllers and interlocks; The line controller is used to collect train formation data for a target train in the train formation; Calculating envelope information of the train formation according to the train formation data, and determining logical section occupancy information corresponding to the envelope information; sending the logic section occupancy information to the interlock; The interlocking is used to determine the route status corresponding to the train formation based on the logical section occupancy information and the axle counting section occupancy information corresponding to the interlocking.

10. A data processing device, characterized in that: include: a collection module configured to collect train formation data for a target train in the train formation; a calculation module configured to calculate envelope information of the train formation according to the train formation data, and determine logical section occupancy information corresponding to the envelope information; The determination module is configured to determine the route status corresponding to the train formation based on the logical section occupancy information and the axle counting section occupancy information corresponding to the interlocking.

11. A computing device comprising a memory, a processor, and a computer program or instruction stored in the memory and executable on the processor, wherein: When the processor executes the computer program or instructions, the steps of the method according to any one of claims 1 to 8 are implemented.

12. A computer-readable storage medium storing a computer program or instruction, characterized in that: When the computer program or instruction is executed by a processor, the steps of the method according to any one of claims 1 to 8 are implemented.

13. A computer program product comprising a computer program or instructions, characterized in that When the computer program or instruction is executed by a processor, the steps of the method according to any one of claims 1 to 8 are implemented.

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