Rm train upgrading method, device, equipment, storage medium and program product

Abstract

The application provides an RM train upgrading method, device, equipment, storage medium and program product, and is applied to the technical field of rail transit. The method comprises the following steps: starting timing when it is determined that a target train meets a preset head screening condition; if the target train continuously meets the preset head screening condition in the timing stage, setting a head screening state of the target train as passing after the timing ends; calculating an actual position of the target train, and if the target train meets a preset tail screening condition before the actual position reaches a preset screening distance, setting a tail screening state of the target train as passing.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to an RM train upgrade method, apparatus, equipment, storage medium, and program product. Background Technology

[0002] In the field of rail transit, in the Communication Based Train Control System (CBTC), motion authorization calculation is a core function to ensure the safe operation of trains. Trains with restricted manual (RM) mode and positioning capabilities must first complete head and tail screening before they can be upgraded to Centralized Traffic Control (CTC) trains and obtain motion authorization issued by the Zone Controller (ZC).

[0003] In existing technologies, ZC completes train screening by receiving train position reports from the Automatic Train Protection (ATP) system and axle occupancy status from the Computer Interlocking (CI) system. However, due to the asynchronous transmission of ATP position reports and CI axle status information, screening errors are easily made, resulting in low system security and availability. Summary of the Invention

[0004] This invention provides a method, apparatus, device, storage medium, and program product for upgrading RM trains, which solves the problem of misjudgment caused by the asynchronous transmission of onboard ATP position reports and CI axle status information in communication-based train control systems. It enables accurate screening, improves the safety of train upgrades, and enhances the operational availability of the system.

[0005] This invention provides an RM train upgrade method, comprising: starting a timer when a target train meets a preset first screening condition; if the target train continuously meets the preset first screening condition during the timer phase, then setting the first screening state of the target train to pass after the timer ends; calculating the actual position of the target train; and if the target train meets a preset last screening condition before the actual position reaches a preset screening distance, then setting the last screening state of the target train to pass.

[0006] According to an RM train upgrade method provided by the present invention, before starting timing when the target train meets the preset screening conditions, the method further includes: receiving the target train's position report and axle counting status information; determining the minimum safe front-end position based on the position report; determining the axle where the minimum safe front-end is located and the occupancy status of the next adjacent axle based on the axle counting status information; if the distance from the minimum safe front-end to the boundary of the axle where the minimum safe front-end is located is less than the preset screening distance, and the occupancy status of the next adjacent axle is idle, then it is determined that the target train meets the preset screening conditions.

[0007] According to the RM train upgrade method provided by the present invention, the timing duration of the timing phase is greater than or equal to the maximum transmission delay duration of the axle status information.

[0008] According to an RM train upgrade method provided by the present invention, before setting the tail screening state of the target train to pass, the method further includes: determining the actual maximum safe rear end position based on the position report of the target train; determining the axle where the actual maximum safe rear end is located and the previous adjacent axle based on the actual maximum safe rear end position; if the actual maximum safe rear end of the target train has left the previous adjacent axle, and if the distance from the actual maximum safe rear end to the boundary of the axle where the actual maximum safe rear end is located is less than a preset screening distance, and the occupancy state of the previous adjacent axle is idle, then it is determined that the target train meets the preset tail screening condition.

[0009] According to the RM train upgrade method provided by the present invention, the position report includes: initial maximum safe rear-end position, train speed, position report transmission delay, and maximum acceleration; determining the actual maximum safe rear-end position based on the position report of the target train includes: according to the formula Determine the actual maximum safe backend location; among which, Indicates the actual maximum safe backend location. Indicates the initial maximum safe backend position. Indicates train speed. Indicates location report transmission delay. This indicates the maximum acceleration.

[0010] According to the RM train upgrade method provided by the present invention, the preset screening distance is less than the difference between the minimum operating length and the overhang of the operating train.

[0011] The present invention also provides an RM train upgrade device, comprising the following modules: a head screen module and a tail screen module; the head screen module is used to start timing when it is determined that the target train meets the preset head screen conditions, and if the target train continuously meets the preset head screen conditions during the timing phase, the head screen status of the target train is set to pass after the timing ends; the tail screen module is used to calculate the actual position of the target train, and if the target train meets the preset tail screen conditions before the actual position reaches the preset screening distance, the tail screen status of the target train is set to pass.

[0012] According to an RM train upgrade device provided by the present invention, the head screening module is used to receive the position report and axle counting status information of the target train; determine the minimum safe front end position according to the position report, and determine the axle counting position where the minimum safe front end is located and the occupancy status of the next adjacent axle according to the axle counting status information; if the distance from the minimum safe front end to the boundary of the axle counting position where the minimum safe front end is located is less than a preset screening distance, and the occupancy status of the next adjacent axle is idle, then it is determined that the target train meets the preset head screening conditions.

[0013] According to the present invention, in an RM train upgrade device, the timing duration of the timing phase is greater than or equal to the maximum transmission delay duration of the axle status information.

[0014] According to an RM train upgrade device provided by the present invention, before setting the tail screen state of the target train to pass, the tail screen module is used to determine the actual maximum safe rear end position based on the position report of the target train, and determine the axle where the actual maximum safe rear end is located and the previous adjacent axle based on the actual maximum safe rear end position; when the actual maximum safe rear end of the target train has left the previous adjacent axle, if the distance from the actual maximum safe rear end to the boundary of the axle where the actual maximum safe rear end is located is less than a preset screening distance, and the occupancy status of the previous adjacent axle is idle, then it is determined that the target train meets the preset tail screen condition.

[0015] According to the RM train upgrade device provided by the present invention, the position report includes: initial maximum safe rear-end position, train speed, position report transmission delay, and maximum acceleration; the step of determining the actual maximum safe rear-end position based on the position report of the target train includes: according to the formula Determine the actual maximum safe backend location; among which, Indicates the actual maximum safe backend location. Indicates the initial maximum safe backend position. Indicates train speed. Indicates location report transmission delay. This indicates the maximum acceleration.

[0016] According to the present invention, an RM train upgrade device is provided in which the preset screening distance is less than the difference between the minimum operating length and the overhang of the operating train.

[0017] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the RM train upgrade method as described above.

[0018] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the RM train upgrade method as described above.

[0019] The present invention also provides a computer program product, including a computer program that, when executed by a processor, implements the RM train upgrade method as described above.

[0020] The RM train upgrade method, apparatus, device, storage medium, and program product provided by this invention, by initiating timing when the target train meets the preset head screening conditions, and only setting the head screening status to pass after the timing ends if the target train continuously meets the conditions during the timing phase, can avoid misjudgments caused by axle status information transmission delays through a timing waiting mechanism. This ensures reliable judgment results that there are no hidden trains ahead, solving the safety risk of misjudging head screening passage due to information asynchrony in the prior art. Furthermore, by calculating the actual position of the target train and only setting the tail screening status to pass when the preset tail screening conditions are met before that actual position reaches the preset screening distance, it can confirm in advance within a safe distance range of the actual position judgment after correcting for position report transmission delays, avoiding tail screening misjudgments due to position information lag, and reducing the efficiency problem of failing to pass when it should. Thus, screening errors caused by information asynchrony can be solved collaboratively from both head and tail screening dimensions, improving the safety of RM train upgrades, enhancing system operational availability, and ensuring the reliability of movement authorization calculation in communication-based train control systems. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0022] Figure 1 This is a flowchart illustrating the RM train upgrade method provided by the present invention; Figure 2 This is a schematic diagram of the RM train head screening scenario provided by the present invention; Figure 3 This is a schematic diagram of the RM train tail screening scenario provided by the present invention; Figure 4 This is a schematic diagram of the RM train upgrade device provided by the present invention; Figure 5 This is a schematic diagram of the structure of the electronic device provided by the present invention. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0024] It should be noted that in the embodiments of this application, the words "exemplary" or "for example" are used to indicate examples, illustrations, or explanations. Any embodiment or design scheme described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design schemes. Specifically, the use of the words "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0025] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. Furthermore, it should be noted that the scope of the methods and apparatuses in the embodiments of this application is not limited to performing functions in the order shown or discussed, but may also include performing functions substantially simultaneously or in the reverse order, depending on the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. Additionally, features described with reference to certain examples may be combined in other examples.

[0026] To facilitate a clear description of the technical solutions of the embodiments of this application, the terms "first" and "second" are used in the embodiments of this application to distinguish the same or similar items with essentially the same function and effect. Those skilled in the art can understand that the terms "first" and "second" are not intended to limit the quantity or execution order.

[0027] This application describes some exemplary embodiments for illustrative purposes. It should be understood that this application may be implemented in other ways not specifically shown in the accompanying drawings.

[0028] like Figure 1 As shown, this application provides an RM train upgrade method, which can be applied to an RM train upgrade device to solve the screening misjudgment problem caused by the asynchrony between the on-board automatic protection system position report received by the area controller and the computer interlocking axle status information in a communication-based train control system. This method enables the safe and efficient upgrade of RM trains with positioning capabilities to CTC trains. The RM train upgrade method may include steps S101-S102: S101. When it is determined that the target train meets the preset first screening conditions, the timing is started. If the target train continues to meet the preset first screening conditions during the timing phase, the first screening status of the target train is set to pass after the timing ends.

[0029] The timing duration of the timing phase is greater than or equal to the maximum transmission delay of the axle status information. The preset filtering distance is less than the difference between the minimum operating train length and the operating train overhang.

[0030] like Figure 2 As shown, in the head screening scenario, trains T1 and T2 run closely adjacent to each other, and initially both T2 and T1 are in the occupied axle count W2 state. As both trains move forward, T2 enters the W3 axle count and makes it occupied. However, due to the delay in axle count status information transmission, the area controller may still consider the W3 axle count to be cleared for a short period of time. In this scenario, if a traditional head screening scheme is used, T1 will directly pass through the head screening if the minimum safe leading edge of T1 meets the conditions that the distance to the axle count boundary is less than the screening distance and the next axle count W3 appears to be free. This may cause T1 to misjudge that there is no hidden train ahead and continue moving forward, thus causing a collision risk with T2.

[0031] To address the aforementioned issues, this application can initiate timing when the target train meets the preset first-screen conditions. If the target train continues to meet the preset first-screen conditions during the timing phase, the first-screen status of the target train is set to "pass" after the timing ends. Since the timing duration of the timing phase is greater than or equal to the maximum transmission delay of the axle counting status information, the timing process can compensate for the delayed transmission of the axle counting status information, thereby avoiding misjudgments caused by the transmission delay of the axle counting status information.

[0032] Optionally, before starting the timing, it is necessary to determine whether the target train meets the preset screening conditions. Specifically, this includes: receiving the target train's position report and axle counting status information; determining the minimum safe front-end position based on the position report; determining the axle where the minimum safe front-end is located and the occupancy status of the next adjacent axle based on the axle counting status information; if the distance from the minimum safe front-end to the boundary of the axle where the minimum safe front-end is located is less than the preset screening distance, and the occupancy status of the next adjacent axle is idle, then it is determined that the target train meets the preset screening conditions.

[0033] S102. Calculate the actual position of the target train. If the target train meets the preset tail screening conditions before the actual position reaches the preset screening distance, then set the tail screening state of the target train to pass.

[0034] like Figure 3 As shown, in the tail screening scenario, trains T1 and T2 run closely adjacent to each other, with T2 initially located at the occupied axle counter W1 and T1 at the occupied axle counter W2. As both trains move forward, T2 completely leaves the W1 axle counter, clearing it. However, due to the delay in position report transmission, the area controller receives old data in the T1 position report, which cannot reflect the actual maximum safe rear end position of T1 in a timely manner. In this scenario, if a traditional tail screening scheme is used, the ZC directly judges the maximum safe rear end position in the position report, determining that if the distance to the axle counter boundary is less than the screening distance and the previous adjacent axle counter W1 appears to be free, it will directly pass through the tail screening. However, in reality, T1's actual maximum safe rear end may have moved closer to the W1 axle counter boundary due to movement, and T2 may still be near the W1 axle counter. This could lead to T1 misjudging that there is no hidden train behind, thus increasing the risk of collision between the following train and T2.

[0035] To address the aforementioned issues, this application first calculates the actual position of the target train. If the target train meets the preset tail screening conditions before the actual position reaches the preset screening distance, the tail screening status of the target train is set to "pass". In other words, due to the delay in transmitting the onboard ATP position report to the ZC (Zero Control Center), directly using the position data in the report would lead to a lag in tail position determination. Therefore, it is necessary to calculate the actual position to compensate for this deviation. The limitation of "before the actual position reaches the preset screening distance" is to complete the safety judgment before the rear of the train approaches the rear axle counting boundary, allowing sufficient response time to avoid the situation where the hidden train is only discovered after the rear of the train has moved too close to the rear axle counting boundary, thus preventing timely risk avoidance.

[0036] Optionally, before setting the tail screening status of the target train to pass, it is necessary to determine whether the target train meets the preset tail screening conditions. Specifically, this includes: determining the actual maximum safe rear end position based on the target train's position report; determining the axle where the actual maximum safe rear end is located and the previous adjacent axle based on the actual maximum safe rear end position; if the actual maximum safe rear end of the target train has left the previous adjacent axle, and if the distance from the actual maximum safe rear end to the boundary of the axle where the actual maximum safe rear end is located is less than the preset screening distance, and the occupancy status of the previous adjacent axle is idle, then it is determined that the target train meets the preset tail screening conditions.

[0037] Optionally, the location report includes: initial maximum safe rear-end position, train speed, location report transmission delay, and maximum acceleration; determining the actual maximum safe rear-end position based on the target train's location report includes: according to the formula Determine the actual maximum safe backend location; among which, Indicates the actual maximum safe backend location. Indicates the initial maximum safe backend position. Indicates train speed. Indicates location report transmission delay. This indicates the maximum acceleration.

[0038] In this embodiment, timing is initiated when the target train meets the preset first screening conditions, and the first screening status is set to "pass" only after the timing ends if the target train continuously meets these conditions during the timing phase. Therefore, the timing waiting mechanism avoids misjudgments caused by axle status information transmission delays, ensuring reliable judgments that there are no hidden trains ahead. This solves the safety risk of misjudging the first screening pass due to information asynchrony in the prior art. Furthermore, by calculating the actual position of the target train and setting the tail screening status to "pass" only when the preset tail screening conditions are met before that actual position reaches the preset screening distance, the actual position judgment after correcting for position report transmission delays can confirm in advance within a safe distance that there are no hidden trains behind, avoiding tail screening misjudgments due to delayed position information and reducing the efficiency problem of trains failing to pass when they should. Thus, screening errors caused by information asynchrony can be addressed collaboratively from both the head and tail screening dimensions, improving the safety of RM train upgrades, enhancing system operational availability, and ensuring the reliability of movement authorization calculations in the communication-based train control system.

[0039] The foregoing mainly describes the solutions provided by the embodiments of this application from a methodological perspective. To achieve the above functions, it includes corresponding hardware structures and / or software modules for executing each function. Those skilled in the art should readily recognize that, in conjunction with the units and algorithm steps of the various examples described in the embodiments disclosed herein, the embodiments of this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed in hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0040] It should be noted that the device in the embodiments of this application includes a virtual device and a physical device. The virtual device can be an RM train upgrade device, and the physical device can include electronic devices, computer storage media, and computer program products.

[0041] The RM train upgrade method provided in this application can be executed by an RM train upgrade device or a control module for RM train upgrade within the RM train upgrade device. This application uses the RM train upgrade device executing the RM train upgrade method as an example to illustrate the RM train upgrade device provided in this application.

[0042] It should be noted that the embodiments of this application can divide the RM train upgrade device into functional modules according to the above method examples. For example, each function can be divided into its own functional module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware or as a software functional module. Optionally, the module division in the embodiments of this application is illustrative and is only a logical functional division; other division methods may be used in actual implementation.

[0043] like Figure 4 As shown, this application embodiment provides an RM train upgrade device 400. The RM train upgrade device 400 includes a head screen module 401 and a tail screen module 402. The head screen module 401 is used to start timing when a target train meets a preset head screen condition. If the target train continuously meets the preset head screen condition during the timing phase, the head screen status of the target train is set to "pass" after the timing ends. The tail screen module 402 is used to calculate the actual position of the target train. If the target train meets a preset tail screen condition before the actual position reaches a preset screening distance, the tail screen status of the target train is set to "pass".

[0044] Optionally, the head screening module 401 is used to receive the target train's position report and axle counting status information; determine the minimum safe front-end position based on the position report; determine the axle where the minimum safe front-end is located and the occupancy status of the next adjacent axle based on the axle counting status information; if the distance from the minimum safe front-end to the boundary of the axle where the minimum safe front-end is located is less than a preset screening distance, and the occupancy status of the next adjacent axle is idle, then it is determined that the target train meets the preset head screening conditions.

[0045] Optionally, the timing duration of the timing phase is greater than or equal to the maximum transmission delay duration of the axle status information.

[0046] Optionally, before setting the tail screen status of the target train to pass, the tail screen module 402 is used to determine the actual maximum safe rear end position based on the position report of the target train, and to determine the axle where the actual maximum safe rear end is located and the previous adjacent axle based on the actual maximum safe rear end position; if the actual maximum safe rear end of the target train has left the previous adjacent axle, and if the distance from the actual maximum safe rear end to the boundary of the axle where the actual maximum safe rear end is located is less than a preset screening distance, and the occupancy status of the previous adjacent axle is idle, then it is determined that the target train meets the preset tail screen condition.

[0047] Optionally, the location report includes: initial maximum safe rear-end position, train speed, location report transmission delay, and maximum acceleration; determining the actual maximum safe rear-end position based on the target train's location report includes: according to the formula Determine the actual maximum safe backend location; among which, Indicates the actual maximum safe backend location. Indicates the initial maximum safe backend position. Indicates train speed. Indicates location report transmission delay. This indicates the maximum acceleration.

[0048] Optionally, the preset screening distance is less than the difference between the minimum operating vehicle length and the overhang of the operating train.

[0049] In this embodiment, timing is initiated when the target train meets the preset first screening conditions, and the first screening status is set to "pass" only after the timing ends if the target train continuously meets these conditions during the timing phase. Therefore, the timing waiting mechanism avoids misjudgments caused by axle status information transmission delays, ensuring reliable judgments that there are no hidden trains ahead. This solves the safety risk of misjudging the first screening pass due to information asynchrony in the prior art. Furthermore, by calculating the actual position of the target train and setting the tail screening status to "pass" only when the preset tail screening conditions are met before that actual position reaches the preset screening distance, the actual position judgment after correcting for position report transmission delays can confirm in advance within a safe distance that there are no hidden trains behind, avoiding tail screening misjudgments due to delayed position information and reducing the efficiency problem of trains failing to pass when they should. Thus, screening errors caused by information asynchrony can be addressed collaboratively from both the head and tail screening dimensions, improving the safety of RM train upgrades, enhancing system operational availability, and ensuring the reliability of movement authorization calculations in the communication-based train control system.

[0050] Figure 5 An example is a schematic diagram of the physical structure of an electronic device, such as... Figure 5As shown, the electronic device may include a processor 510, a communications interface 520, a memory 530, and a communication bus 540, wherein the processor 510, communications interface 520, and memory 530 communicate with each other via the communication bus 540. The processor 510 can call logical instructions in the memory 530 to execute an RM train upgrade method, which includes: starting a timer when it is determined that the target train meets a preset first screening condition; if the target train continuously meets the preset first screening condition during the timer phase, then setting the first screening state of the target train to "pass" after the timer ends; calculating the actual position of the target train; and if the target train meets a preset last screening condition before the actual position reaches a preset screening distance, then setting the last screening state of the target train to "pass".

[0051] Furthermore, the logical instructions in the aforementioned memory 530 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0052] On the other hand, the present invention also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the RM train upgrade method provided by the above methods. The method includes: starting a timer when it is determined that the target train meets the preset first screening conditions; if the target train continues to meet the preset first screening conditions during the timer phase, then setting the first screening state of the target train to pass after the timer ends; calculating the actual position of the target train; and if the target train meets the preset last screening conditions before the actual position reaches the preset screening distance, then setting the last screening state of the target train to pass.

[0053] In another aspect, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon. When executed by a processor, the computer program is implemented to perform the RM train upgrade method provided by the methods described above. The method includes: starting a timer when it is determined that a target train meets a preset first screening condition; if the target train continues to meet the preset first screening condition during the timer phase, then setting the first screening state of the target train to pass after the timer ends; calculating the actual position of the target train; and if the target train meets a preset last screening condition before the actual position reaches a preset screening distance, then setting the last screening state of the target train to pass.

[0054] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0055] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0056] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for upgrading RM trains, characterized in that, Applied to a region controller, the method includes: When the target train meets the preset first screening conditions, the timing is started. If the target train continues to meet the preset first screening conditions during the timing phase, the first screening status of the target train is set to pass after the timing ends. Calculate the actual position of the target train. If the target train meets the preset tail screening conditions before the actual position reaches the preset screening distance, then set the tail screening status of the target train to pass. Before starting the timing when the target train meets the preset first screening conditions, the method further includes: Receive the target train's location report and axle counting status information; The minimum safe front-end position is determined based on the location report, and the occupancy status of the counting axle where the minimum safe front-end is located and the next adjacent counting axle is determined based on the counting axle status information. If the distance from the minimum safety front end to the boundary of the axle where the minimum safety front end is located is less than the preset screening distance, and the occupancy status of the next adjacent axle is idle, then the target train is determined to meet the preset head screening condition. The timing duration of the timing phase is greater than or equal to the maximum transmission delay of the axle status information; Before setting the tail screen state of the target train to pass, the method further includes: The actual maximum safe rear end position is determined based on the target train's position report, and the axle where the actual maximum safe rear end is located and the previous adjacent axle are determined based on the actual maximum safe rear end position. If the actual maximum safe rear end of the target train has left the previous adjacent axle, and if the distance from the actual maximum safe rear end to the boundary of the axle where the actual maximum safe rear end is located is less than the preset screening distance, and the previous adjacent axle is in an idle state, then the target train is determined to meet the preset tail screening condition. The preset screening distance is less than the difference between the minimum operating train length and the operating train overhang.

2. The RM train upgrade method according to claim 1, characterized in that, The location report includes: initial maximum safe back end position, train speed, location report transmission delay, and maximum acceleration; Determining the actual maximum safe rear position based on the target train's position report includes: According to the formula Determine the actual maximum safe backend location; in, Indicates the actual maximum safe backend location. Indicates the initial maximum safe backend position. Indicates train speed. Indicates location report transmission delay. This indicates the maximum acceleration.

3. An RM train upgrading device based on the RM train upgrading method according to any one of claims 1 to 2, characterized in that, include: Head screen module and tail screen module; The head screening module is used to start timing when it is determined that the target train meets the preset head screening conditions. If the target train continues to meet the preset head screening conditions during the timing phase, the head screening status of the target train is set to pass after the timing ends. The tail screen module is used to calculate the actual position of the target train. If the target train meets the preset tail screen conditions before the actual position reaches the preset screening distance, the tail screen status of the target train is set to pass.

4. An electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the RM train upgrade method as described in any one of claims 1 to 2.

5. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the RM train upgrade method as described in any one of claims 1 to 2.

6. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the RM train upgrade method as described in any one of claims 1 to 2.

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