Train screening method and device after line controller restart

Abstract

Embodiments of the present specification provide a train screening method and device after a line controller restarts, the train screening method after the line controller restarts comprising: reading a configuration file after restarting, wherein the configuration file stores train information of each train passing a front screen under the line controller; determining a predicted position of a target train after communication interruption and emergency braking based on train information of the target train in the configuration file, wherein the target train is any one of each train passing the front screen; performing position verification on the target train based on the predicted position of the target train and a target position, wherein the target position is a current position reported by the target train after the line controller restarts; and determining a front screening result and a rear screening result of the target train based on a position verification result of the target train. After the line controller restarts, the train information in the configuration file is read to quickly perform position verification, so as to determine the front screening result and the rear screening result of the target train, thereby improving train screening efficiency.

Description

Technical Field

[0001] The embodiments in this specification relate to the field of rail transit technology, and in particular to a train selection method and device after a line controller restarts. Background Technology

[0002] With the acceleration of urbanization and the growth of people's travel demands, rail transit has become an important part of modern urban transportation due to its efficiency, punctuality, and environmental friendliness. In a rail transit system, after a train has located itself by passing two transponders, it determines its position and direction on the line and sends its location information to the line controller of the current area to request movement authorization. Once the movement authorization is successful, the train can upgrade from a lower-level mode to a higher-level mode, enabling advanced functions such as automatic driving.

[0003] In existing technology, during operation, the line controller stores information on all communication vehicles within its jurisdiction, including the position, speed, and forward / backward screening status of each train. When the line controller suddenly crashes or loses power, upon restarting, each train must first register with the line controller. After successful registration, each train reports its position to the line controller. The line controller then, based on the train's position and the same conditions as before the restart, re-determines the forward / backward screening status of each train. If the train met the forward / backward screening requirements before the restart, the determination must be repeated. If not, forward / backward screening cannot be completed immediately; the train must travel in a low-level mode to the minimum distance from the axle counter end point and ensure that the adjacent section is empty before completing forward / backward screening. When this axle counter is long, the train needs to travel for a long time to meet the conditions for completing forward / backward screening, which is very time-consuming and has low operational efficiency. Therefore, a more efficient train screening scheme after the line controller restarts is urgently needed. Summary of the Invention

[0004] In view of this, embodiments of this specification provide a train selection method after a line controller restart. One or more embodiments of this specification also relate to a train selection device after a line controller restart, a computing device, a computer-readable storage medium, and a computer program product, to address the technical deficiencies existing in the prior art.

[0005] According to a first aspect of the embodiments of this specification, a train selection method after a line controller restart is provided, applied to a line controller, comprising: After restarting, the configuration file is read, which stores the train information of each train that has passed the pre-screening under the line controller; Based on the train information of the target train in the configuration file, the predicted position of the target train after communication interruption and emergency braking is determined, wherein the target train is any one of the trains that passed the pre-screening; Based on the predicted and target positions of the target train, the position of the target train is verified, wherein the target position is the current position reported by the target train after the line controller is restarted; Based on the position verification results of the target train, the pre-screening results and post-screening results of the target train are determined.

[0006] According to a second aspect of the embodiments of this specification, a train screening device after a line controller restart is provided, applied to a line controller, comprising: The reading module is configured to read the configuration file after a restart, wherein the configuration file stores the train information of each train that has passed the pre-screening under the line controller; The first determining module is configured to determine the predicted position of the target train after communication interruption and emergency braking based on the train information of the target train in the configuration file, wherein the target train is any one of the trains that passed the pre-screening; The verification module is configured to perform position verification on the target train based on the predicted position and the target position, wherein the target position is the current position reported by the target train after the line controller is restarted; The second determining module is configured to determine the pre-screening result and post-screening result of the target train based on the position verification result of the target train.

[0007] According to a third aspect of the embodiments of this specification, a computing device is provided, comprising: Memory and processor; The memory is used to store computer-executable instructions, and the processor is used to execute the computer-executable instructions. When the computer-executable instructions are executed by the processor, they implement the steps of the train selection method after the line controller is restarted.

[0008] According to a fourth aspect of the embodiments of this specification, a computer-readable storage medium is provided that stores computer-executable instructions, which, when executed by a processor, implement the steps of the train selection method after the line controller is restarted as described above.

[0009] According to a fifth aspect of the embodiments of this specification, a computer program product is provided, including a computer program / instructions that, when executed by a processor, implement the steps of the train selection method after the line controller is restarted as described above.

[0010] This specification provides an embodiment of a train screening method after a line controller restart. After the line controller restarts, it directly reads its own configuration file and, combined with the target train information in the configuration file, determines the predicted position of the target train after communication interruption and emergency braking. It then compares the target position reported by the target train after the line controller restart with the predicted position to perform position verification. Based on the position verification result, it directly determines the pre-screening and post-screening results of the target train. In this way, by storing the train information of each train that passed the pre-screening before the outage in the line controller's configuration file, and after restarting, quickly performing position verification by reading the train information in the configuration file to determine the pre-screening and post-screening results of the target train, trains that passed the pre-screening before the outage can quickly complete both pre-screening and post-screening after restarting, without needing to travel in a low-level mode to the minimum distance to the axle counting end point and ensure that adjacent sections are empty before completing pre-screening. This greatly improves the train screening efficiency after the line controller restarts and significantly enhances operational efficiency. Attached Figure Description

[0011] Figure 1a This is a schematic diagram illustrating the operation of a track controller in a rail transit system according to one embodiment of this specification; Figure 1b This is a schematic diagram of the train selection process of the line controller in a first type of rail transit system provided in one embodiment of this specification; Figure 1c This is a schematic diagram of the train selection process of the line controller in a second type of rail transit system provided in one embodiment of this specification; Figure 1d This is a schematic diagram of the train selection process of the line controller in a third type of rail transit system provided in one embodiment of this specification; Figure 1e This is a schematic diagram of the train selection process of the line controller in a fourth type of rail transit system provided in one embodiment of this specification; Figure 1f This is a schematic diagram of the train selection process of the line controller in a fifth type of rail transit system provided in one embodiment of this specification; Figure 2 This is a flowchart illustrating a train selection method after a line controller restart, provided in one embodiment of this specification. Figure 3a This is a schematic diagram of a safety braking model provided in one embodiment of this specification; Figure 3b This is a schematic diagram illustrating a target train selection process in a single-vehicle scenario, provided by one embodiment of this specification. Figure 3c This is a schematic diagram of the target train selection process in a first multi-vehicle scenario provided in one embodiment of this specification; Figure 3d This is a schematic diagram of the target train selection process in a second multi-vehicle scenario provided in one embodiment of this specification; Figure 3e This is a schematic diagram of the target train selection process in a third multi-vehicle scenario provided in one embodiment of this specification; Figure 4 This is a flowchart illustrating the process of a train selection method after a line controller restart, provided in one embodiment of this specification. Figure 5 This is a schematic diagram of the structure of a train screening device after a line controller restart, 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 Implementation

[0012] Many specific details are set forth in the following description to provide 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 extensions without departing from the spirit of this specification. Therefore, this specification is not limited to the specific implementations disclosed below.

[0013] The terminology used in one or more embodiments of this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the one or more embodiments of this specification. The singular forms “a” and “the” as used in one or more embodiments of this specification and the appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as 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.

[0014] 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 information of the same type from one another. For example, first may also be referred to as second without departing from the scope of one or more embodiments of this specification, and similarly, second may also be referred to as first. Depending on the context, the word "if" as used herein may be interpreted as "when," "when," or "in response to a determination."

[0015] Furthermore, it should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in one or more embodiments of this specification are all information and data authorized by the user or fully authorized by all parties. Moreover, the collection, use and processing of related data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0016] First, the terms and concepts used in one or more embodiments of this specification will be explained.

[0017] LC (Line Controller): The LC system is mainly responsible for calculating the movement authorization (MA) for the communication trains within its control range based on the location information reported by the communication trains and the track occupancy / vacancy information provided by the interlocking routes and trackside equipment, so as to ensure the safe operation of the communication trains within its control area.

[0018] ATP (Automatic Train Protection): ATP is an onboard subsystem that directly ensures train safety, providing comprehensive protection for the train. ATP is installed at the front and rear of each train, using speed sensors, speed radar, and odometers for autonomous positioning. It uses transponders to correct the train's position and speed information, obtains movement authorization (MA) via wireless communication (or variable data transponders), calculates and generates the train's control speed curve, and provides position and speed protection to ensure safe operation.

[0019] CI (Computer Interlocking): This refers to the use of computers to perform logical operations on the operating commands of station staff and the information displayed on-site, thereby achieving centralized control of signals and switches, and making them mutually restrictive. It is a station interlocking device, namely microcomputer centralized interlocking, which is a key component of the subway signaling system. Its main function is to control and manage signals, switches, sections, routes, etc. on the line. It adopts a two-out-of-two safety computer platform to realize the correct interlocking constraint relationship between station equipment, select routes for trains running in its control area, and ensure the safe operation of trains.

[0020] CBTC (Communication Based Train Control) is a communication-based automatic train control system that uses communication media to achieve two-way communication between the train and ground equipment, replacing track circuits to control train operation. It is a continuous automatic train control system built upon active train positioning technology (which does not rely on trackside occupancy detection equipment), continuous two-way data communication between the train and the ground, and onboard and ground processors capable of performing safety functions. CBTC enables two-way communication between the train and the ground, transmits large amounts of information at high speeds, and reduces cable laying and maintenance work, making it widely used in newly built subway train systems.

[0021] VOBC (Vehicle On-Board Controller): It is the core on-board equipment for Automatic Train Operation (ATO) and Automatic Train Protection (ATP), and is responsible for the real-time control, positioning, communication and safety protection of the train.

[0022] CT train: A train operating at CBTC level.

[0023] MA (Movement Authority): Movement authority is the permission granted to a train traveling in a specific direction to enter or pass through a section of track ahead. In other words, it is the permission for a train to enter and travel within a specific area in a given direction of travel. Movement authority should take into account information about various hazards ahead of the train and should ensure that the train's normal movement within the authorized area is unrestricted. The end of the movement authority should not cross any hazard.

[0024] Axle counter: A technical device used to calculate the number of axles of vehicles entering and leaving a section and to analyze whether a section is occupied by a vehicle.

[0025] Axle counting section: refers to a section of track on a railway line that is monitored by axle counters. This section is usually defined by two axle counters, one at the beginning (entrance) and the other at the end (exit), that is, two axle counters constitute an axle counting section.

[0026] Train front screening (head screening): Check if there are any hidden non-communication vehicles in front of this axle counting train. If there are no hidden non-communication vehicles, the front screening is completed.

[0027] After the train is completed, a final screening (tail screening) is performed: check if there are any hidden non-communication vehicles behind the train. If there are no hidden non-communication vehicles, the final screening is performed.

[0028] Link and Offset: Link refers to the track section ID, and Offset refers to the offset. The position of the train can be accurately described by the method of "track section + offset".

[0029] ILC level: The train is driven by a driver according to the signal lights.

[0030] CTC Level: The ATP application software obtains the LC's movement authorization via wireless communication to control train operation.

[0031] CTC-CAM mode: Automatic Train Protection mode. This is a manual driving mode under ATP supervision. In this mode, ATP provides recommended speed, alarm speed, and braking speed codes. The driver only needs to drive the train according to the given speed codes. However, in this mode, ATP is only responsible for ensuring train safety; other operations such as door opening and closing, traction and braking are all performed manually by the driver.

[0032] CTC-AM mode: Automatic Train Operation mode. With ATP ensuring train operation safety, when ATP receives confirmation from the driver allowing ATO to start, it activates ATO automatic operation and implements all automatic protection functions.

[0033] CTC-FAM mode: Fully automated train operation mode. Under the ATP (Automatic Train Protection) system ensuring train operation safety, the ATO (Automatic Train Operation) system automatically drives the train and implements all automatic protection functions.

[0034] CTC-CAM, CTC-AM, and CTC-FAM are three modes of the train's automatic driving system. CTC-CAM is the lowest level of automatic driving, while CTC-FAM is the highest level. During train operation, when conditions for mode upgrade or downgrade are met, a signal will be issued, and the driver will manually operate a button or key to confirm the upgrade or downgrade.

[0035] It should be noted that in a rail transit system, after a train has located itself by passing two axle counters and determined its position and direction on the line, it will send its position information to the current area's LC and request MA from the LC. Once the MA request is successful, the train can be upgraded from the lower level ILC level to the higher level CTC level, enabling higher-level functions such as automatic driving.

[0036] An axle counting system is a safety device used to detect whether a track section is occupied by a train. It detects the number of axles by installing sensors (axle counters) at both ends of the track section to determine the section's status. When a train enters a section, the system records the number of times its wheels pass the axle counter. When the train completely leaves the section, the system records the number of times its wheels pass through the axle counter again. If the two records are the same, the system considers the section free; if the numbers are different, the section is considered occupied.

[0037] Example, Figure 1a This is a schematic diagram illustrating the operation of a track controller in a rail transit system according to one embodiment of this specification, as shown below. Figure 1a As shown, the axle counting system reports the axle section occupancy information to the CI, the CI reports the axle section occupancy information and other trackside statuses to the LC, and the VOBC can report the train position information to the LC. The LC calculates the train's screening status and MA.

[0038] In one implementation, the LC maintains information on all communicating trains and trackside status reported by the interlocking system within its jurisdiction. It calculates the MA (Mount Access Requirement) for trains within its jurisdiction. When the LC calculates the MA for a particular train, other trains and trackside statuses are treated as obstacles. Specifically, the axle counting system directly reports the axle occupancy status to the interlocking system, which then reports it to the LC. If an axle counting section is occupied and a train has reported its position, the LC cannot guarantee whether there are other non-communicating hidden vehicles between the front and rear of that train and the axle counting endpoint. Therefore, the LC maintains a front and rear screen for each train. The front screen process involves the LC determining whether there might be other non-communicating hidden vehicles between the front of the train and the axle counting endpoint. A successful front screen indicates that there are no other non-communicating hidden vehicles between the front of the train and the axle counting endpoint. The rear screen process involves the LC determining whether there might be other non-communicating hidden vehicles between the rear of the train and the axle counting endpoint. A successful rear screen indicates that there are no other non-communicating hidden vehicles between the rear of the train and the axle counting endpoint. The front and rear screen states of a train directly affect the LC's MA processing for other trains. When the tail screen of the train ahead passes, the MA of the following train can directly calculate the safe protection distance for the rear of the train ahead. When the tail screen of the train ahead does not pass, the MA of the following train needs to be separated from the axle of the train ahead by one axle.

[0039] Example, Figure 1b This is a schematic diagram of the train selection process of the line controller in a first type of rail transit system provided in one embodiment of this specification, as shown below. Figure 1b As shown, in a certain axle counting section, train 1 is a communication car and reports its position to the LC. There are other non-communication cars between the locomotive and the axle counting end point. Train 1 fails the pre-screening and the LC does not calculate the MA for train 1. Train 1 cannot be upgraded to the CTC level. Figure 1cThis is a schematic diagram of the train selection process of the line controller in a second type of rail transit system provided in one embodiment of this specification, as shown below. Figure 1c As shown, within a certain axle counting section, train 2 is a communication car. To track other communication cars that have not yet completed the screening, it is necessary to wait for one axle counting interval, that is... Figure 1c Train No. 3 is a communication train that has not yet completed the screening.

[0040] It should be noted that, based on the train's reported position information, the minimum safe leading edge distance (D) from the nearest axle counter ahead in the direction of travel must be less than the shortest possible train length (L) on the track (configurable). Furthermore, based on the axle counter occupancy / vacancy information provided by the CI, the adjacent axle counter ahead of the train in the direction of travel must be checked for vacancy. When both conditions are met, the train's front screening check is complete. Once the front screening check is complete, the upgrade conditions are met; otherwise, they are not. The same applies to rear screening; the distance from the rear of the train to the rear axle counter endpoint must be less than the minimum train length (configurable), and the rear axle counter must be vacant for the rear screening to be completed.

[0041] Example, Figure 1d This is a schematic diagram of the train selection process of the line controller in a third type of rail transit system provided in one embodiment of this specification, as shown below. Figure 1d As shown, the axle counting section in front of train 4 is empty, and the minimum safe front end distance (D) of train 4 from the nearest axle counting distance in the direction of travel is less than the shortest possible train length (L) on the line.

[0042] In practice, during operation, the LC stores information on all communication vehicles within its jurisdiction, including the location, speed, and pre- and post-screening status of each train. The LC operates 24 / 7. During operation, if the LC suddenly crashes or loses power, upon restarting, each train must first register with the LC. After successful registration, each train reports its location to the LC. Based on the train's location, the LC then determines the pre- and post-screening status of each train according to the aforementioned conditions. If a train that met the pre- and post-screening requirements before the LC crashed, the determination must be repeated. If the requirements are not met, pre- and post-screening cannot be completed immediately. The train must travel at a low-level RM mode at a speed limited to 25 km / h to the minimum distance from the axle counting end point, ensuring the adjacent section is clear, in order to complete the screening. When this axle counting point is long, the train needs to travel for a long time to meet the conditions for completing pre- and post-screening, which is very time-consuming and has low operational efficiency.

[0043] Example, Figure 1e This is a schematic diagram of the train selection process of the line controller in a fourth type of rail transit system provided in one embodiment of this specification, as shown below. Figure 1eAs shown, a certain axle counting section is located in a long section. The front of train 5 is far from the end of the axle counting line ahead, so it cannot be upgraded immediately. It can only travel at a speed of less than 25 km / h in ILC level RM mode until the first screening is completed, which is very time-consuming and affects operational efficiency.

[0044] Furthermore, if there are other trains in front or behind, it will also cause MA effects on those trains. For example, Figure 1f This is a schematic diagram of the train selection process of the line controller in a fifth type of rail transit system provided in one embodiment of this specification, as shown below. Figure 1f As shown, train 6 is a communication train that needs to track other trains that have not yet completed the screening process, requiring an interval of one axle counter. The distance between the rear of train 7 and the axle counter behind it does not meet the requirements, so it cannot immediately complete the screening process, affecting the tracking of train 5.

[0045] As can be seen from the above, after LC restarts, if hidden cars are excluded by the vehicle length distance method, the screening efficiency is low, which greatly affects the operational efficiency.

[0046] Therefore, the embodiments of this specification provide a train screening method after the line controller restarts. After the LC crashes or restarts after power failure, trains that have already completed the front and rear screening before the LC crash are exempted from screening, thereby quickly completing the front and rear screening and greatly improving operational efficiency.

[0047] This specification provides a train selection method after a line controller restart. It also relates to a train selection device after a line controller restart, a computing device, a computer-readable storage medium, and a computer program product, which will be described in detail in the following embodiments.

[0048] See Figure 2 , Figure 2 A flowchart is shown of a train selection method after a line controller restart according to an embodiment of this specification, which is applied to a line controller and specifically includes the following steps 202-208.

[0049] Step 202: After restarting, read the configuration file, which stores the train information of each train that has passed the pre-screening under the line controller.

[0050] It should be noted that the line controller is a periodically repeating program with a cycle of 400ms. The line controller can calculate screening information for communication vehicles that have already established a connection with it. If a train has not yet been located and has not established communication with the line controller in this area, then the line controller cannot calculate screening information for non-communication vehicles. Calculating screening information for trains involves checking for non-communication vehicles in the axle counting section where the communication vehicle is located. The calculation of screening information can include both pre-screening and post-screening.

[0051] In practice, the line controller can write the train information of each train that passes through the pre-screen within its jurisdiction into a configuration file. Subsequently, if the line controller suddenly crashes or loses power, it can directly read the configuration file after power-on and restart. This configuration file is a file that stores program or system configuration information and its contents will not be cleared when power is off. It has the characteristics of non-volatility and is usually saved in a specific format to facilitate program reading and use, similar to a computer's hard drive.

[0052] When the program is powered on, the line controller reads the configuration file information. Based on the train information of each train that has passed the pre-screening stored in the configuration file, the trains that have completed the pre-screening and post-screening before the line controller crashes can be exempted from screening, thereby quickly completing the pre-screening and post-screening and greatly improving operational efficiency.

[0053] In an optional implementation of this embodiment, the method further includes: The communication train calculates and filters information to establish a connection; The train information of the trains that have completed the pre-screening is written into the configuration file of the line controller. The train information includes the position of the locomotive, the direction of travel, the train speed, the train acceleration, and the post-screening information.

[0054] Among them, the locomotive position is the specific position of the locomotive on the track; the direction of travel refers to whether the train is moving forward or backward; the train speed refers to the current speed of the train; the train acceleration refers to the rate of change of the train speed, which can help predict the future operating status of the train; the rear screening information refers to whether the train has passed the rear screening, that is, whether there may be other non-communicating hidden vehicles between the rear of the train and the axle counting end point. Passing the rear screening indicates that there are no other non-communicating hidden vehicles between the rear of the train and the axle counting end point.

[0055] Specifically, the train's position includes a link and an offset. The offset refers to the distance or positional deviation of the train relative to the link in a certain direction. Both the link and offset describe the train's position on the track. The link is 2 bytes, and the offset is 4 bytes; the direction of travel is 1 bit (0 for up, 1 for down); speed is 1 byte; acceleration is 1 byte; and the rear screening is 1 bit (0 for failing the rear screening, 1 for passing). In other words, each train needs to write 66 bits of data to the configuration file per cycle.

[0056] It should be noted that after the train has passed the two axle counters and determined its position and direction on the track, it will send its position information to the track controller of the current area and request a movement authorization (MA). During operation, the track controller can calculate and filter information for the communication vehicles that have established a connection with it based on the position information reported by the train, thereby calculating the movement authorization for the train. After the train successfully obtains the movement authorization, the train can be upgraded from the lower ILC level to the higher CTC level, realizing higher-level functions such as automatic driving.

[0057] In practice, the line controller periodically writes the information of CT trains that have completed the pre-screening within its jurisdiction into the configuration file. The prerequisite for a CT train is that the pre-screening is passed. Only when the pre-screening is passed and a route is approved for the train will the line controller calculate the MA for the train, and the train will be upgraded from ILC level to CTC level.

[0058] In the embodiments described in this specification, the line controller can write the train information of each train that has passed the pre-screening within its jurisdiction into a configuration file. If the line controller suddenly crashes or loses power, it can directly read the configuration file after power-on restart. This facilitates subsequent quick location verification based on the train information in the configuration file, thereby achieving train screening. This greatly improves the train screening efficiency after the line controller restarts and significantly enhances operational efficiency.

[0059] In one optional implementation of this embodiment, after reading the configuration file after restarting, the following is also included: If the target train registers within the set time period, the target position reported by the target train will be received, and subsequent operation steps will be performed to verify the position of the target train based on the predicted position and the target position. If the target train is not registered within the set time period, the train information of the target train will be deleted from the configuration file.

[0060] The set duration is a pre-configured duration for train registration, such as 3 seconds or 4 seconds.

[0061] In practice, after the line controller restarts, it enters a configuration phase. During this phase, the line controller waits for trains within its jurisdiction to register. Registration means that the train sends its location information to the line controller, informing it of its existence and related status.

[0062] If a train recorded in the configuration file completes registration within the preset time period, the line controller will continue to perform subsequent position verification to quickly determine the pre-screening and post-screening results for that train, thus achieving train selection. If a train in the configuration file fails to complete registration within the preset time period, the line controller will delete the relevant information for that train from the configuration file and will not perform subsequent position verification operations on that train, eliminating the need for rapid selection.

[0063] In the embodiments described in this specification, after the line controller restarts, it waits for the registration of each train within its jurisdiction within a configured time period. If a train in the configuration file registers within the set time period, subsequent location verification is performed. If a train in the configuration file does not register within the set time period, the train information of that train in the configuration file is deleted, and subsequent location verification is not performed. This ensures the accuracy and validity of the train data and avoids unnecessary verification and screening of trains that have not been properly connected.

[0064] Step 204: Based on the train information of the target train in the configuration file, determine the predicted position of the target train after communication interruption and emergency braking, wherein the target train is any one of the trains that passed the previous screening.

[0065] In actual implementation, for each train recorded in the configuration file (i.e., the train that passed the pre-screen before the crash), the line controller calculates the predicted position of the train after communication interruption and emergency braking based on the train information in the configuration file it reads after restarting, so as to perform position verification on the predicted position later.

[0066] In one optional implementation of this embodiment, the train information includes the locomotive position, direction of travel, train speed, and train acceleration; based on the train information of the target train in the configuration file, the predicted position of the target train after communication interruption and emergency braking is determined, including: Based on the target train's speed and acceleration, determine the total displacement of the target train from the start of the communication interruption until the train stops running; Based on the total displacement, locomotive position, and direction of travel of the target train, and in conjunction with an electronic map, the predicted position of the target train after communication interruption and emergency braking is determined.

[0067] In actual implementation, the train speed and acceleration of the target train can be read from the configuration file. Based on the train speed and acceleration, the total displacement of the target train from the start of the communication interruption to the stop of the train can be determined. Then, by combining the total displacement of the target train, the position of the locomotive and the direction of travel, and with the electronic map, the predicted position of the target train after the communication interruption and emergency braking can be determined.

[0068] Specifically, in calculating the total displacement of the train, the positive and negative directions of acceleration can be considered. If the acceleration is positive, it indicates that the train is accelerating; if the acceleration is negative, it indicates that the train is decelerating.

[0069] The line controller can read an electronic map that details the geographical information of the train's route, including track alignment, station locations, and curve radii. After obtaining the total displacement, locomotive position, and direction of travel of the train, it takes the locomotive position at the moment of communication interruption as the starting point and extends the distance along the train's route on the electronic map according to the calculated total displacement, based on the train's direction of travel, thereby determining the predicted position of the target train after communication interruption and emergency braking.

[0070] In the embodiments described in this specification, the line controller can read train speed and acceleration information from the configuration file, accurately calculate the total displacement of the train, and determine the predicted position of the train by combining the electronic map, the position of the locomotive, and the direction of travel. This facilitates subsequent position verification based on the predicted position of the train, enabling train screening and greatly improving the efficiency of train screening after the line controller restarts, thus significantly enhancing operational efficiency.

[0071] In one optional implementation of this embodiment, the total displacement of the target train from the start of communication interruption to the point where the train stops is determined based on the train speed and acceleration of the target train, including: Determine the communication interruption time, and calculate the first displacement of the target train during the communication interruption time based on the communication interruption time and the train speed; Based on the target train's speed and acceleration, and combined with the continuous acceleration phase, traction cut-off phase, and braking phase of the safety braking model, the second displacement of the target train during emergency braking is calculated. The sum of the first displacement and the second displacement is determined as the total displacement of the target train.

[0072] The communication interruption time refers to the time it takes for the target train to determine that a communication interruption has occurred with the line controller. For example, the communication interruption time can be 6 seconds.

[0073] It should be noted that after the line controller is powered down, the target trains within its jurisdiction will have a period of time during which the line controller determines that communication has been interrupted. During this period, the target train will operate normally based on the MA calculated by the line controller before the power-down. After the communication interruption period, the target train will determine that communication with the line controller has been interrupted, and at this time, the target train will immediately apply emergency braking to stop.

[0074] In actual implementation, the line controller calculates the first displacement L1 during the communication interruption time and the second displacement L2 during emergency braking based on the train speed of the target train read from the configuration file. The sum of the first displacement L1 and the second displacement L2 is determined as the total displacement of the target train. That is, after the line controller is powered down, the total displacement L of the target train after it stops at zero speed is L = L1 + L2.

[0075] Specifically, the train speed of the target train can be read from the configuration file. By multiplying the train speed of the target train by the communication interruption time, the first displacement of the target train during the communication interruption time can be obtained, that is, the first displacement L1 = train speed * communication interruption time.

[0076] In practice, the second displacement of the target train during emergency braking can be calculated based on the train speed and acceleration of the target train, combined with the continuous acceleration phase, traction cut-off phase and braking phase of the safety braking model.

[0077] It should be noted that, Figure 3a This is a schematic diagram of a safety braking model provided in one embodiment of this specification, as shown below. Figure 3a As shown, the safety braking model is divided into three stages. In the first stage (① in the figure), the train's current speed is V0, and the target train continues to accelerate at the maximum traction acceleration. The acceleration time includes the on-board reaction delay before emergency braking (configurable) and the delay of the vehicle traction cut-off time (configurable). In the second stage (② in the figure), the traction has been cut off, but the emergency braking force has not yet reached the nominal value. The train's current speed is V1, and it coasts within the equivalent time of emergency braking establishment (configurable). In the third stage (③ in the figure), the train implements emergency braking at the current speed V2, following the speed-distance parabola (that is, the emergency braking curve speed shown in the figure), with PP as the emergency braking stopping point.

[0078] In one implementation, the emergency braking trigger speed curve is calculated by integrating the second displacement of the target train during emergency braking. Specifically, according to the physical definition, the acceleration a, velocity v, and displacement s within any time interval (tx, ty) satisfy the following formula (1): (1) According to the phase division of the safety braking model, let the speed and time of the target train triggering emergency braking be (v0, t0), the speed and time of the train at the end of the first phase be (v1, t1), the speed and time of the train at the end of the second phase be (v2, t2), and the speed and time of the train at the end of the third phase be (v3, t3). The acceleration in the three phases can be simplified to obtain the following formula (2): (2) Among them, a THere, r1 represents the train acceleration of the target train, i.e., the current traction acceleration; r2 represents the equivalent gradient acceleration of the first stage (positive for uphill and negative for downhill, the same below); r3 represents the equivalent gradient acceleration of the second stage; and Be represents the guaranteed emergency braking rate of the train (positive value). It should be noted that the equivalent gradient acceleration is obtained by dividing the worst gradient of the entire line by the train's rotational mass coefficient. These are all configuration values, meaning the accelerations r1, r2, and r3 corresponding to the worst gradient configuration based on the configuration distance in front of the train's cab are the same.

[0079] The time definition for each stage can be given by the following formula (3): (3) Where T1 is the total time for the first stage of train acceleration, T2 is the total time for the second stage of train coasting, and T3 is the total time for the third stage of train emergency braking.

[0080] In practice, by substituting the above formula (2) into the above formula (1), the running distance (S1, S2, S3) of the target train in the three stages and the train speed (v1, v2, v3) at the end of each stage can be obtained respectively. Further, based on the physical laws, the following formula (4) can be obtained: (4) L2 is the distance from the train to the emergency braking stop point (PP point) at the moment the emergency braking is triggered, which is also the distance from the moment the emergency braking is triggered to the zero-speed stop.

[0081] According to the above formula (1), the functional relationship between the target train's speed v0 at the moment of emergency braking and the distance L2 between the target train and the emergency braking stopping point is as shown in the following formula (5): (5) It should be noted that, according to the above formulas (1)-(5), the target train speed, that is, the initial speed of the target train, can be used to solve for the second displacement L2 of the target train during emergency braking.

[0082] In another implementation method, the second displacement of the target train during emergency braking can be solved by using a linear equation in one variable.

[0083] It should be noted that emergency braking of a train consists of three stages. The task is to find the second displacement of the target train during emergency braking. The current speed of the target train is known to be... The first stage is the acceleration process, and the running time of the first stage is... The acceleration in the first stage is (The target train's acceleration); the second stage may involve acceleration, deceleration, and constant speed; the running time of the second stage is... The acceleration in the second stage is (Equivalent gradient acceleration); the third stage is the deceleration process, and the acceleration in the third stage is... (Train emergency braking rate), after the third stage the train speed is 0, the total displacement after emergency braking is Using the displacement formula for uniformly accelerated linear motion, As an unknown, calculate , , , , , , Among them, related to The equation.

[0084] The first stage is the acceleration process, with an initial velocity of... (That is, the speed at which the target train triggers emergency braking), with an acceleration of The time is The speed at the end of the first stage for: The displacement S1 in the first stage is: S1 = .

[0085] The second stage may be an acceleration, deceleration, and constant speed process, with an initial velocity of... acceleration is The time is The speed at the end of the second stage for: The displacement S2 in the second stage is: S2 = .

[0086] The third stage is the deceleration process, with an initial velocity of... acceleration is The time is The final velocity is 0, the acceleration in the third stage The value is negative because it represents a deceleration process. The velocity at the end of the third stage is 0, therefore: , The displacement S3 in the third stage is: S3 = V2 * t3 + 1 / 2 * a3t3 2 S3= .

[0087] In actual implementation, the second displacement S of the target train during emergency braking is the sum of the three stage displacements: S = S1 + S2 + S3. That is, the second displacement S of the target train during emergency braking can be calculated using the following formula (6): (6) In the embodiments of this specification, the total displacement of the target train from the start of communication interruption to the train stopping can be divided into two stages: one stage is the stage of continued acceleration during the communication interruption period, and the other stage is the stage of emergency braking of the target train. The emergency braking stage, combined with the safety braking model, can be further divided into a continuous acceleration stage, a traction cut-off stage, and a braking stage. According to the motion situation of each stage, the displacement of each stage is solved to obtain the total displacement of the target train. This allows for accurate calculation of the distance the target train moves after the line controller crashes, thus facilitating the line controller to accurately predict the position of the target train after restarting, perform position verification, and achieve rapid train selection.

[0088] Step 206: Based on the predicted position and target position of the target train, perform position verification on the target train, where the target position is the current position reported by the target train after the line controller is restarted.

[0089] It should be noted that after the line controller restarts, it waits for the target train to register within a set time period. Once the target train registers with the line controller within the set time period, it will report its current target position to the line controller. The line controller can then perform position verification on the target train based on the calculated predicted position of the target train and the target position currently reported by the target train.

[0090] In one optional implementation of this embodiment, the target train's position is verified based on its predicted position and target position, including: Determine the positional error between the predicted position and the target position of the target train; If the position error is less than the error threshold, the position verification of the target train is deemed successful. If the position error is not less than the error threshold, then the position verification of the target train is determined to be unsuccessful.

[0091] The error threshold is a pre-configured value used to measure the magnitude of the error between the predicted location and the target location.

[0092] In practice, the line controller can compare the position error between the predicted position and the target position reported by the target train. If the position error is less than the error threshold, it means that the calculated predicted position is close to the target position reported by the target train, and the error is within an acceptable range. At this time, it can be determined that the target train's position verification has passed. If the position error is not less than the error threshold, it means that the calculated predicted position is significantly different from the target position reported by the target train, exceeding the acceptable range. At this time, it can be determined that the target train's position verification has failed, the train information of the target train in the configuration file is deleted, and the target train needs to re-apply for MA from the line controller and re-perform pre-screening and post-screening to reconfirm its position and operating permissions.

[0093] In the embodiments of this specification, the position error between the predicted position and the target position of the target train can be compared to determine whether the position verification of the target train has passed. This facilitates the subsequent pre-screening and post-screening of the target train based directly on whether the position verification has passed, greatly improving the train screening efficiency after the line controller restarts and significantly enhancing operational efficiency.

[0094] Step 208: Based on the position verification results of the target train, determine the pre-screening results and post-screening results of the target train.

[0095] The location verification result includes location verification passed and location verification failed.

[0096] It should be noted that the pre-screening and post-screening results of the target train can be quickly determined based on the position verification results of the target train. For trains that passed the pre-screening before the shutdown, the pre-screening and post-screening can be completed quickly after restarting. There is no need to travel to the minimum car length from the axle counting end point and the adjacent section is empty in a low-level mode to complete the pre-screening and post-screening. This greatly improves the train screening efficiency after the line controller restarts and greatly improves the operational efficiency.

[0097] In one optional implementation of this embodiment, the pre-screening result and post-screening result of the target train are determined based on the position verification result of the target train, including: The scenario involves determining the target axle counting section currently occupied by the target train and the number of target trains within that section. Based on the scenario of the number of target trains in the target axle counting section and the position verification results of the target trains, the pre-screening results and post-screening results of the target trains are determined.

[0098] In actual implementation, after the line controller restarts, the target train will register and report its current target position. The line controller can determine the target axle counting section currently occupied by the target train based on the target position reported by the target train, and determine the number of target trains in the target axle counting section. This number of trains is used to indicate whether there are other trains recorded in the configuration file (i.e., trains that passed the pre-screening before the line controller crashed) in the target axle counting section besides the target train.

[0099] In the embodiments of this specification, the number of target trains in the target axle counting section and the position verification results of the target trains can be combined to determine the pre-screening results and post-screening results of the target trains. In other words, the pre-screening information of the target trains can be quickly restored based on different scenarios. For trains that passed the pre-screening before the crash, the pre-screening can be completed quickly after restarting, which greatly improves the train screening efficiency after the line controller restarts and greatly improves the operational efficiency.

[0100] In one optional implementation of this embodiment, the train number scenario includes a single-train scenario and a multi-train scenario; based on the train number scenario of the target train in the target axle counting section and the position verification result of the target train, the pre-screening result and post-screening result of the target train are determined, including: In the case of a single-vehicle scenario, if the position verification result of the target train is that the position verification fails, then it is determined that both the front screening and the rear screening of the target train fail; if the position verification result of the target train is that the position verification passes, then it is determined that the front screening of the target train passes, and the rear screening information of the target train in the configuration file is read as the rear screening result of the target train. In the case of a multi-train scenario, the front screening result and the rear screening result of the target train are determined based on the position verification result of the target train and the position verification result of the adjacent trains within the target axle counting section. If the position verification of any train within the target axle counting section fails, it will affect the front screening result and the rear screening result of the adjacent trains. Furthermore, the rear screening result of the preceding train within the target axle counting section will affect the front screening result of the following train.

[0101] Among them, the number of trains scenarios include single-train scenarios and multi-train scenarios. A single-train scenario means that only the target train exists in the target axle counting section, while a multi-train scenario means that in addition to the target train, there are other trains recorded in the configuration file in the target axle counting section.

[0102] In actual implementation, for single-vehicle scenarios, if the target train's position verification result is a position verification failure, it can be directly determined that both the front and rear screenings of the target train are failed. If the target train's position verification result is a position verification success, since the target train occupies the target axle counting section alone and no other trains report their positions in the target axle counting section, it can be directly determined that the target train's front screening is successful. Furthermore, the target train's rear screening information can be read from the configuration file as the target train's rear screening result. That is, if the configuration file records that the target train's rear screening is successful, it can be directly determined that the target train's rear screening is successful; if the configuration file records that the target train's rear screening is unsuccessful, then the target train's rear screening is kept unsuccessful, thereby achieving the goal of eliminating the target train from screening.

[0103] Example, Figure 3b This is a schematic diagram illustrating a target train selection process in a single-vehicle scenario, as provided in one embodiment of this specification. Figure 3b As shown, for the single-vehicle scenario, after the target train's position verification is passed, the target train's front screen passes directly, and the rear screen remains consistent with the configuration file.

[0104] For multi-vehicle scenarios, based on the position verification results of the target train and the position verification results of adjacent trains within the target axle counting section, the front screening result and the rear screening result of the target train are determined. For multi-vehicle scenarios, it means that multiple trains occupy the target axle counting section, and each train can perform the above position verification to perform front screening and rear screening. The rear screening result of the preceding train within the target axle counting section affects the front screening of the following train, and the failure of position verification affects the screening of adjacent trains.

[0105] In the embodiments of this specification, for single-vehicle scenarios, if the position verification result of the target train is successful, the front screening can proceed directly, and the rear screening can directly read the rear screening information in the configuration file. For multi-vehicle scenarios, the basic rule is that the rear screening result of the preceding train in the target axle counting section affects the front screening of the following train, and the position verification failure affects the screening of adjacent trains. This allows for rapid front and rear screening of the target train. The target train does not need to travel in a low-level mode to the minimum distance from the axle counting endpoint and the adjacent section to be empty in order to complete the front and rear screening. This greatly improves the train screening efficiency after the line controller restarts and significantly enhances operational efficiency.

[0106] In one optional implementation of this embodiment, based on the position verification results of the target train and the position verification results of adjacent trains within the target axle counting section, the pre-screening results and post-screening results of the target train are determined, including: If the position verification result of the target train is that the position verification fails, it is determined that both the front and rear screening of the target train have failed. If the target train's position verification result is successful, and the target train is the preceding train in the target axle counting section, then the target train's preceding screening is determined to be successful, and the target train's following screening result is determined based on the position verification result of the train following the target train; if the target train is the following train in the target axle counting section, then the target train's preceding screening result is determined based on the position verification result of the train preceding the target train, and the target train's following screening information in the configuration file is read as the target train's following screening result.

[0107] In actual implementation, if the position verification of each train in the target axle counting section is passed, then the first screen of each train will pass, and the last screen will take the information of the last screen recorded in the configuration file.

[0108] If the target train's position verification result is a failure, it can be directly determined that both the front and rear screenings of the target train have failed. If the target train's position verification result is a success, but there are other trains within the target axle counting section that have failed the position verification, it can be further determined whether the target train is the preceding or following train within the target axle counting section.

[0109] If the target train is the preceding train within the target axle counting section, then the preceding screening of the target train is determined to be passed. The subsequent screening result of the target train is determined based on the position verification result of the adjacent following train. That is, if the position verification of the preceding train is passed, the preceding screening is exempt from screening and the following train fails the comparison, which affects the subsequent screening result of the preceding train. If the target train is the following train within the target axle counting section, then the preceding screening result of the target train is determined based on the position verification result of the adjacent preceding train, and the subsequent screening information of the target train in the configuration file is read as the subsequent screening result of the target train.

[0110] Example, Figure 3c This is a schematic diagram of the target train selection process in a first multi-vehicle scenario provided by an embodiment of this specification, as shown below. Figure 3c As shown, if the position of the preceding vehicle in the target axle section passes the verification, but the position of the following vehicle fails the verification or is not registered, the rear screen of this vehicle will fail, but the front screen will pass. If the position of the following vehicle fails the verification or is not registered, both the front and rear screens of the following vehicle will fail.

[0111] Figure 3d This is a schematic diagram of the target train selection process in a second multi-vehicle scenario provided in one embodiment of this specification, as shown below. Figure 3d As shown, if the position verification of the preceding vehicle in the target axle section fails or is not registered, both the front and rear screens of the preceding vehicle fail. The position verification of the following vehicle passes, but due to the influence of the preceding vehicle, the front screen of the following vehicle fails, and the rear screen retrieves the rear screen information from the configuration file.

[0112] Figure 3e This is a schematic diagram of the target train selection process in a third multi-vehicle scenario provided in one embodiment of this specification, as shown below. Figure 3eAs shown, within the target axle counting section, the first train's position verification passes, the second train's position verification fails or is not registered, and the third train's position verification passes. If the first train's position verification passes, the front screen for the first train passes, but the rear screen fails due to the influence of the following train. If the second train's position verification fails or is not registered, both the front and rear screens fail. If the third train's position verification passes, the front screen fails due to the influence of the preceding train, and the rear screen uses the rear screen information from the configuration file.

[0113] One embodiment of this specification provides a train screening method after a line controller restart. The method stores train information of each train that passed the pre-screening before the system crash in the configuration file of the line controller. After restarting, the train information in the configuration file is read to quickly perform position verification to determine the pre-screening and post-screening results of the target train. For trains that passed the pre-screening before the system crash, the pre-screening and post-screening can be completed quickly after restarting. It is not necessary to travel in a low-level mode to the minimum car length distance from the axle counting end point and to ensure that the adjacent section is empty in order to complete the pre-screening and post-screening. This greatly improves the train screening efficiency after the line controller restarts and significantly enhances operational efficiency.

[0114] The following is in conjunction with the appendix Figure 4 Taking the train selection method after the line controller restart provided in this manual as an example in a subway scenario, this paper further explains the train selection method after the line controller restarts. Figure 4 This specification illustrates a process flowchart of a train selection method after a line controller restart, provided in one embodiment of the specification. This method is applied to the line controller of a metro control system and specifically includes the following steps.

[0115] Step 402: Calculate screening information for the communication train to establish a connection. In each cycle, the train information of the trains that have completed the pre-screening is written into the configuration file of the line controller. The train information includes the position of the locomotive, the direction of travel, the train speed, the train acceleration, and the post-screening information.

[0116] Step 404: After the line controller restarts, it reads the train information from the configuration file.

[0117] Step 406: Determine the communication interruption time. Based on the communication interruption time and the train speed, calculate the first displacement of the target train during the communication interruption time. Based on the train speed and acceleration of the target train, and combined with the continuous acceleration phase, traction cut-off phase and braking phase of the safety braking model, calculate the second displacement of the target train during emergency braking. The sum of the first displacement and the second displacement is determined as the total displacement of the target train.

[0118] Each train recorded in the configuration file can be used as a target train.

[0119] Step 408: Based on the total displacement, locomotive position, and direction of travel of the target train, and in conjunction with the electronic map, determine the predicted position of the target train after communication interruption and emergency braking.

[0120] Step 410: After the line controller restarts, it waits for train registration within the configured time. If a train in the configuration file does not register within the configuration time, the train information of the target train in the configuration file is deleted. If a train in the configuration file registers within the configuration time, the train will report its target position to the line controller. The position error between the predicted position and the target position of the target train is compared. If the position error is less than the error threshold, the position verification of the target train is determined to be successful. If the position error is not less than the error threshold, the position verification of the target train is determined to be unsuccessful, and the train information of the target train in the configuration file is deleted.

[0121] Step 412: Determine the target axle counting section currently occupied by the target train, and determine the number of target trains in the target axle counting section; based on the number of target trains in the target axle counting section and the position verification results of the target trains, determine the pre-screening results and post-screening results of the target trains.

[0122] One embodiment of this specification provides a train screening method after a line controller restart. The method stores train information of each train that passed the pre-screening before the system crash in the configuration file of the line controller. After restarting, the train information in the configuration file is read to quickly perform position verification to determine the pre-screening and post-screening results of the target train. For trains that passed the pre-screening before the system crash, the pre-screening and post-screening can be completed quickly after restarting. It is not necessary to travel in a low-level mode to the minimum car length distance from the axle counting end point and to ensure that the adjacent section is empty in order to complete the pre-screening and post-screening. This greatly improves the train screening efficiency after the line controller restarts and significantly enhances operational efficiency.

[0123] Corresponding to the above method embodiments, this specification also provides an embodiment of a train screening device after the line controller is restarted. Figure 5 This specification shows a schematic diagram of a train screening device after a line controller restart, provided in one embodiment. This device is applied to a line controller, such as... Figure 5 As shown, the device includes: The reading module 502 is configured to read the configuration file after restarting. The configuration file stores the train information of each train that has passed the front screen under the line controller. The first determining module 504 is configured to determine the predicted position of the target train after communication interruption and emergency braking based on the train information of the target train in the configuration file, wherein the target train is any one of the trains that passed the pre-screening. The verification module 506 is configured to perform position verification on the target train based on the predicted position and the target position of the target train, wherein the target position is the current position reported by the target train after the line controller is restarted; The second determining module 508 is configured to determine the pre-screening result and post-screening result of the target train based on the position verification result of the target train.

[0124] Optionally, the train information includes the locomotive position, direction of travel, train speed, and train acceleration; the first determining module 504 is further configured to: Based on the target train's speed and acceleration, determine the total displacement of the target train from the start of the communication interruption until the train stops running; Based on the total displacement, locomotive position, and direction of travel of the target train, and in conjunction with an electronic map, the predicted position of the target train after communication interruption and emergency braking is determined.

[0125] Optionally, the first determining module 504 is further configured as follows: Determine the communication interruption time, and calculate the first displacement of the target train during the communication interruption time based on the communication interruption time and the train speed; Based on the target train's speed and acceleration, and combined with the continuous acceleration phase, traction cut-off phase, and braking phase of the safety braking model, the second displacement of the target train during emergency braking is calculated. The sum of the first displacement and the second displacement is determined as the total displacement of the target train.

[0126] Optionally, the device also includes a registration module configured to: If the target train registers within the set time period, the target position reported by the target train will be received, and subsequent operation steps will be performed to verify the position of the target train based on the predicted position and the target position. If the target train is not registered within the set time period, the train information of the target train will be deleted from the configuration file.

[0127] Optionally, the verification module 506 is further configured as follows: Determine the positional error between the predicted position and the target position of the target train; If the position error is less than the error threshold, the position verification of the target train is deemed successful. If the position error is not less than the error threshold, then the position verification of the target train is determined to be unsuccessful.

[0128] Optionally, the second determining module 508 is further configured as follows: The scenario involves determining the target axle counting section currently occupied by the target train and the number of target trains within that section. Based on the scenario of the number of target trains in the target axle counting section and the position verification results of the target trains, the pre-screening results and post-screening results of the target trains are determined.

[0129] Optionally, the train number scenario includes single-train scenarios and multi-train scenarios; the second determining module 508 is further configured as follows: In the case of a single-vehicle scenario, if the position verification result of the target train is that the position verification fails, then it is determined that both the front screening and the rear screening of the target train fail; if the position verification result of the target train is that the position verification passes, then it is determined that the front screening of the target train passes, and the rear screening information of the target train in the configuration file is read as the rear screening result of the target train. In the case of a multi-train scenario, the front screening result and the rear screening result of the target train are determined based on the position verification result of the target train and the position verification result of the adjacent trains within the target axle counting section. If the position verification of any train within the target axle counting section fails, it will affect the front screening result and the rear screening result of the adjacent trains. Furthermore, the rear screening result of the preceding train within the target axle counting section will affect the front screening result of the following train.

[0130] Optionally, the second determining module 508 is further configured as follows: If the position verification result of the target train is that the position verification fails, it is determined that both the front and rear screening of the target train have failed. If the target train's position verification result is successful, and the target train is the preceding train in the target axle counting section, then the target train's preceding screening is determined to be successful, and the target train's following screening result is determined based on the position verification result of the train following the target train; if the target train is the following train in the target axle counting section, then the target train's preceding screening result is determined based on the position verification result of the train preceding the target train, and the target train's following screening information in the configuration file is read as the target train's following screening result.

[0131] Optionally, the method also includes a writing module, configured to: The communication train calculates and filters information to establish a connection; The train information of the trains that have completed the pre-screening is written into the configuration file of the line controller. The train information includes the position of the locomotive, the direction of travel, the train speed, the train acceleration, and the post-screening information.

[0132] One embodiment of this specification provides a train screening device after a line controller restart. After the line controller restarts, it directly reads its own configuration file and, combined with the target train information in the configuration file, determines the predicted position of the target train after communication interruption and emergency braking. It then compares the target position reported by the target train after the line controller restart with the predicted position to perform position verification. Based on the position verification result, it directly determines the pre-screening and post-screening results of the target train. In this way, by storing the train information of each train that passed the pre-screening before the outage in the line controller's configuration file, and quickly performing position verification after restarting to determine the pre-screening and post-screening results of the target train, trains that passed the pre-screening before the outage can quickly complete both pre-screening and post-screening after restarting, without needing to travel in a low-level mode to the minimum distance to the axle counting end point and ensure that adjacent sections are empty before completing pre-screening. This greatly improves the train screening efficiency after the line controller restarts and significantly enhances operational efficiency.

[0133] The above is a schematic scheme of a train screening device after a line controller restart according to this embodiment. It should be noted that the technical solution of this train screening device after a line controller restart belongs to the same concept as the technical solution of the train screening method after a line controller restart described above. For details not described in detail in the technical solution of the train screening device after a line controller restart, please refer to the description of the technical solution of the train screening method after a line controller restart described above.

[0134] Figure 6 A structural block diagram of a computing device according to one embodiment of this specification is shown. The 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.

[0135] The computing device 600 also includes an access device 640, which enables the computing device 600 to communicate via one or more networks 660. Examples of these networks include Public Switched Telephone Network (PSTN), Local Area Network (LAN), Wide Area Network (WAN), Personal Area Network (PAN), or combinations of communication networks such as the Internet. The access device 640 may include one or more of any type of wired or wireless network interface (e.g., a network interface card (NIC)), such as an IEEE 802.11 Wireless Local Area Network (WLAN) wireless interface, a Wi-MAX (Worldwide Interoperability for Microwave Access) interface, an Ethernet interface, a Universal Serial Bus (USB) interface, a cellular network interface, a Bluetooth interface, or a Near Field Communication (NFC) interface.

[0136] In one embodiment of this specification, the above-described components of the computing device 600 and Figure 6 Other components, not shown, can also be connected to each other, for example, via a bus. It should be understood that... Figure 6 The block diagram of the computing device shown is for illustrative purposes only and is not intended to limit the scope of this specification. Those skilled in the art can add or replace other components as needed.

[0137] The computing device 600 can be any type of stationary or mobile computing device, including mobile computers or mobile computing devices (e.g., tablet computers, personal digital assistants, laptop computers, notebook computers, netbooks, etc.), mobile phones (e.g., smartphones), wearable computing devices (e.g., smartwatches, smart glasses, etc.) or other types of mobile devices, or stationary computing devices such as desktop computers or personal computers (PCs). The computing device 600 can also be a mobile or stationary server.

[0138] The processor 620 is used to execute the following computer-executable instructions, which, when executed by the processor, implement the steps of the train selection method after the line controller is restarted.

[0139] The above is a schematic representation of a computing device according to this embodiment. It should be noted that the technical solution of this computing device and the technical solution of the train selection method after the line controller restart described above belong to the same concept. Details not described in detail in the technical solution of the computing device can be found in the description of the technical solution of the train selection method after the line controller restart described above.

[0140] An embodiment of this specification also provides a computer-readable storage medium storing computer-executable instructions that, when executed by a processor, implement the steps of the train selection method described above after the line controller is restarted.

[0141] The above is an illustrative scheme of a computer-readable storage medium according to this embodiment. It should be noted that the technical solution of this storage medium belongs to the same concept as the technical solution of the train selection method after the line controller restart described above. For details not described in detail in the technical solution of the storage medium, please refer to the description of the technical solution of the train selection method after the line controller restart described above.

[0142] An embodiment of this specification also provides a computer program, wherein when the computer program is executed in a computer, it causes the computer to perform the steps of the train selection method after the line controller is restarted.

[0143] The above is an illustrative scheme of a computer program according to this embodiment. It should be noted that the technical solution of this computer program and the technical solution of the train selection method after the line controller restart described above belong to the same concept. For details not described in detail in the technical solution of the computer program, please refer to the description of the technical solution of the train selection method after the line controller restart described above.

[0144] The foregoing has described specific embodiments of this specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in a different order than that shown in the embodiments and may still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require the specific or sequential order shown to achieve the desired result. In some embodiments, multitasking and parallel processing are possible or may be advantageous.

[0145] Computer instructions include computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. Computer-readable media can include: any entity or device capable of carrying computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc. It should be noted that the content included in computer-readable media can be appropriately added or removed according to the requirements of patent practice. For example, in some regions, according to patent practice, computer-readable media do not include electrical carrier signals and telecommunication signals.

[0146] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that the embodiments in this specification are not limited to the described order of actions, because according to the embodiments in this specification, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in this specification are all preferred embodiments, and the actions and modules involved are not necessarily essential to the embodiments in this specification.

[0147] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0148] The preferred embodiments disclosed above are merely illustrative of this specification. The optional embodiments do not exhaustively describe all details, nor do they limit the invention to the specific implementations described. Clearly, many modifications and variations can be made based on the embodiments described herein. These embodiments are selected and specifically described in this specification to better explain the principles and practical applications of the embodiments, 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 train selection method after a line controller restart, characterized in that, Applied to line controllers, including: After restarting, the configuration file is read, which stores the train information of each train that has passed the pre-screening under the line controller; Based on the train information of the target train in the configuration file, the predicted position of the target train after communication interruption and emergency braking is determined, wherein the target train is any one of the trains that passed the pre-screening; Based on the predicted and target positions of the target train, the position of the target train is verified, wherein the target position is the current position reported by the target train after the line controller is restarted; Based on the position verification results of the target train, the pre-screening results and post-screening results of the target train are determined.

2. The train selection method after the line controller restarts according to claim 1, characterized in that, The train information includes the locomotive position, direction of travel, train speed, and train acceleration; determining the predicted position of the target train after communication interruption and emergency braking based on the target train information in the configuration file includes: Based on the target train's speed and acceleration, determine the total displacement of the target train from the start of the communication interruption until the train stops running; Based on the total displacement, locomotive position, and direction of travel of the target train, and in conjunction with an electronic map, the predicted position of the target train after communication interruption and emergency braking is determined.

3. The train selection method after the line controller restarts according to claim 2, characterized in that, Determining the total displacement of the target train from the start of communication interruption to the point where the train stops, based on the train speed and the train acceleration of the target train, includes: Determine the communication interruption time, and calculate the first displacement of the target train during the communication interruption time based on the communication interruption time and the train speed; Based on the train speed and acceleration of the target train, and combined with the continuous acceleration phase, traction cut-off phase and braking phase of the safety braking model, the second displacement of the target train during emergency braking is calculated. The sum of the first displacement and the second displacement is determined as the total displacement of the target train.

4. The train selection method after the line controller restarts according to claim 1, characterized in that, After the restart and reading of the configuration file, the process also includes: If the target train registers within a set time period, the target position reported by the target train is received, and the subsequent operation steps of verifying the position of the target train based on the predicted position and the target position are executed. If the target train is not registered within the set time period, the train information of the target train in the configuration file will be deleted.

5. The train selection method after the line controller restarts according to claim 1, characterized in that, The step of verifying the position of the target train based on its predicted and target positions includes: Determine the positional error between the predicted position and the target position of the target train; If the position error is less than the error threshold, then the position verification of the target train is deemed to have passed. If the position error is not less than the error threshold, then the position verification of the target train is determined to be unsuccessful.

6. The train selection method after the line controller restarts according to any one of claims 1-5, characterized in that, The determination of the pre-screening and post-screening results of the target train based on the position verification results of the target train includes: Determine the target axle counting section currently occupied by the target train, and determine the number of trains in the target axle counting section; Based on the train number scenario of the target train in the target axle counting section and the position verification result of the target train, the pre-screening result and post-screening result of the target train are determined.

7. The train selection method after the line controller restarts according to claim 6, characterized in that, The train number scenario includes single-train and multi-train scenarios; the determination of the pre-screening and post-screening results of the target trains based on the train number scenario of the target axle counting section and the position verification results of the target trains includes: In the case where the number of trains is the single-vehicle scenario, if the position verification result of the target train is that the position verification fails, then it is determined that both the front screening and the rear screening of the target train fail; if the position verification result of the target train is that the position verification passes, then it is determined that the front screening of the target train passes, and the rear screening information of the target train in the configuration file is read as the rear screening result of the target train. In the case where the number of trains is the multi-train scenario, the front screening result and the rear screening result of the target train are determined based on the position verification result of the target train and the position verification result of the adjacent trains of the target train in the target axle counting section. If the position verification of any train in the target axle counting section fails, it will affect the front screening result and the rear screening result of the adjacent trains, and the rear screening result of the preceding train in the target axle counting section will affect the front screening result of the following train.

8. The train selection method after the line controller restarts according to claim 7, characterized in that, The determination of the pre-screening and post-screening results of the target train based on the position verification results of the target train and the position verification results of adjacent trains within the target axle counting section includes: If the position verification result of the target train is that the position verification fails, it is determined that both the front and rear screenings of the target train fail. If the position verification result of the target train is that the position verification is passed, and the target train is the preceding vehicle in the target axle counting section, then the preceding screening result of the target train is determined, and the following screening result of the target train is determined based on the position verification result of the following vehicle of the target train; if the target train is the following vehicle in the target axle counting section, then the preceding screening result of the target train is determined based on the position verification result of the preceding vehicle of the target train, and the following screening information of the target train in the configuration file is read as the following screening result of the target train.

9. The train selection method after the line controller is restarted according to any one of claims 1-5, characterized in that, The method further includes: The communication train calculates and filters information to establish a connection; The train information of the trains that have completed the pre-screening is written into the configuration file of the line controller. The train information includes the position of the locomotive, the direction of travel, the train speed, the train acceleration, and the post-screening information.

10. A train screening device after a line controller restart, characterized in that, Applied to line controllers, including: The reading module is configured to read the configuration file after a restart, wherein the configuration file stores the train information of each train that has passed the pre-screening under the line controller; The first determining module is configured to determine the predicted position of the target train after communication interruption and emergency braking based on the train information of the target train in the configuration file, wherein the target train is any one of the trains that passed the pre-screening; The verification module is configured to perform position verification on the target train based on the predicted position and the target position, wherein the target position is the current position reported by the target train after the line controller is restarted; The second determining module is configured to determine the pre-screening result and post-screening result of the target train based on the position verification result of the target train.

11. A computing device, characterized in that, include: Memory and processor; The memory is used to store computer-executable instructions, and the processor is used to execute the computer-executable instructions. When the computer-executable instructions are executed by the processor, they implement the steps of the train screening method after the line controller is restarted as described in any one of claims 1-9.

12. A computer-readable storage medium, characterized in that, It stores computer-executable instructions that, when executed by a processor, implement the steps of the train selection method after the line controller is restarted as described in any one of claims 1-9.

13. A computer program product, characterized in that, Includes a computer program / instruction that, when executed by a processor, implements the steps of the train selection method after the line controller is restarted as described in any one of claims 1-9.

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