A train dynamic screening method, device and medium based on security enhancement

Abstract

The present application relates to a kind of train dynamic screening method, equipment and medium based on security enhancement, comprising: step A, area controller defines multiple configuration strategies, the multiple configuration strategies at least include the first configuration strategy based on the maximum back sliding distance to compensate monitoring distance, or the second configuration strategy based on message survival length to compensate screening delay time;Step B, the area controller selects target configuration strategy from the multiple configuration strategies according to whether line supports coupling formation, and based on the target configuration strategy, calculate the compensated monitoring distance and screening delay time;Step C, the area controller carries out screening condition determination;Step D, when the screening condition is satisfied, the area controller executes screening operation, and the safety envelope of non-communication train is deleted or shortened.Compared with prior art, the present application has the advantages of both safety and screening efficiency and line utilization rate etc.

Description

Technical Field

[0001] This invention relates to the field of rail transit, and in particular to a method, device and medium for dynamic train screening based on safety enhancement. Background Technology

[0002] In rail transit technology, after a train completes its positioning, it is usually necessary to confirm whether there are any hidden non-communication trains at its front or rear. This process is called train front and rear screening. Completing front and rear screening is a prerequisite for upgrading a train to CBTC mode. Train screening methods are divided into static screening and dynamic screening. Static screening is for stationary communication trains, while dynamic screening is for moving communication trains. In existing technology, train screening is performed by a Zone Controller (ZC). The existing dynamic screening logic is as follows (taking the front screening of a train as an example): when the minimum distance between the train's front end and the boundary point of the secondary train detection equipment (STDE) is less than Front_Joint_Prox_Dist and the downstream STDE is cleared, the ZC immediately starts a state timer for filtering the downstream STDE. During the timer, the ZC continuously monitors the above conditions. If the above state can be maintained for at least C_Max_STDE_Occupied_Delay time, the ZC determines that there are no hidden trains at the front. Front_Joint_Prox_Dist=C_Smallest_Train_Length-C_STDE_Bobbing_Distance-C_D_Joint-Location_Uncertainty_Not_Confirmed; C_Smallest_Train_Length is the minimum allowed train length for the line; C_STDE_Bobbing_Distance is the maximum distance a train can travel on a STDE before it is confirmed to have been detected: the distance from the outer end of the train to the second axle (assuming the first axle has not been detected pressing into the STDE). C_D_Joint is the size of the blurred region detected by STDE; Location_Uncertainty_Not_Confirmeds equals the maximum positioning error allowed by the onboard controller, which is the train positioning not confirmed. C_Max_STDE_Occupied_Delay is the longest time that ZC has detected occupancy information; like Figure 2 As shown, the above solution has the following risks: A communication train is running on STDE. At time T1, the minimum head position and the boundary distance between the downstream secondary train detection equipment are less than Front_Joint_Prox_Dist, and it sends Loc_Report1 to ZC. Another train, which is safely enveloped by a non-communication train, is running downstream. Therefore, before time T1, the STDE downstream of the communication train may be in a cleared state. At time T2, Loc_Report1 is received by ZC, and using the cleared state of the downstream STDE of the communication train before time T1, ZC triggers the head screening timer. At time T3, the communication train sends Loc_Report2 to ZC. Until this point, the train remains stationary, but Loc_Report2 is not immediately received by ZC. Before the timer expires, the communication train rolls backward at time T4, and the downstream train may also roll backward at the same time. Therefore, at this time, the STDE downstream of the communication train may be cleared, and all messages occupied by the STDE are lost. After the timer expires, ZC receives Loc_Report2 at time T6 and receives STDE clearing information from the downstream communication train after time T4. At this time, the communication train can perform forward scanning, and the downstream train will lose AP protection. As a result, a ghost train (a train without AP protection) will appear on the line, causing it to collide with other trains.

[0003] The existing scheme outputs the following safety restrictions: RM trains or non-equipped trains should be at least 2 clearing STDEs apart from the train in front before moving.

[0004] Therefore, how to overcome the limitations of existing fixed parameter screening schemes in scenarios of packet loss or train slippage, so that the system can ensure security while improving screening efficiency and line utilization, has become a technical problem that needs to be solved. Summary of the Invention

[0005] The purpose of this invention is to overcome the defects of the prior art by providing a train dynamic screening method, device and medium based on enhanced security, which can effectively solve the problem of non-communication trains being incorrectly screened due to packet loss and train slippage.

[0006] The objective of this invention can be achieved through the following technical solutions: According to a first aspect of the present invention, a train dynamic screening method based on safety enhancement is provided, the method comprising the following steps: Step A: The area controller defines multiple configuration strategies. The multiple configuration strategies include at least a first configuration strategy that compensates for the monitoring distance based on the maximum backward slip distance, or a second configuration strategy that compensates for the filtering delay time based on the message survival time. Each configuration strategy includes the header filtering delay time, the tail filtering delay time, the reverse motion monitoring flag, and the corresponding output limit. Step B: The area controller selects a target configuration strategy from the multiple configuration strategies based on whether the line supports joint connection and grouping, and calculates the compensated monitoring distance and filtering delay time based on the target configuration strategy; Step C: The area controller continuously monitors the distance relationship between the train and the secondary train detection equipment, as well as the status of the secondary train detection equipment, and determines the screening conditions by combining the compensated monitoring distance and the screening delay time. Step D: When the filtering conditions are met, the area controller performs a filtering operation to delete or shorten the safety envelope of non-communication trains.

[0007] As a preferred technical solution, the various configuration strategies in step A include configuration 1, configuration 2, and configuration 3; Configuration 1 uses the original monitoring distance and the original screening delay time. When the area controller calculates the movement authorization, it adds a safety interval constraint to restrict the secondary train detection equipment from being at least 2 clearing intervals between non-communication trains and the train in front. Configuration 2 compensates the monitoring distance based on the maximum backward slip distance, wherein the compensated monitoring distance is equal to the original monitoring distance minus the maximum backward slip distance of the train. Configuration 3 compensates for the filtering delay time based on the message survival time, wherein the compensated filtering delay time is equal to the original filtering delay time plus the message survival time.

[0008] As a preferred technical solution, when the configuration 2 is adopted, during the screening process, if the distance between the train and the secondary train detection equipment exceeds the compensated monitoring distance but does not exceed the original monitoring distance, the area controller will not restart the screening timer or update the screening conditions.

[0009] As a preferred technical solution, when the configuration 3 is adopted, the area controller continuously receives the position messages of the train during the screening process. When the train is detected to be moving in the opposite direction during the screening delay time, the area controller restarts the screening process.

[0010] As a preferred technical solution, step B, which involves selecting a target configuration strategy from the various configuration strategies based on whether the line supports coupling and grouping, includes: automatic selection based on equivalent speed indicators, or manual selection by operation and management personnel according to operational needs.

[0011] As a preferred technical solution, the automatic selection based on equivalent speed index specifically includes: Calculate the first equivalent speed of configuration 2, where the first equivalent speed is equal to the compensated monitoring distance of configuration 2 divided by the filtering delay time of configuration 2; Calculate the second equivalent speed of configuration 3, whereby the second equivalent speed is equal to the original monitoring distance divided by the compensated filtering delay time of configuration 3; When the first equivalent speed is greater than the second equivalent speed, configuration 2 is selected as the target configuration strategy; otherwise, configuration 3 is selected as the target configuration strategy.

[0012] As a preferred technical solution, when the line supports coupling and grouping, configuration 1 is excluded, and the target configuration strategy is selected only in configuration 2 and configuration 3.

[0013] As a preferred technical solution, the screening condition determination in step C includes: For head screening, when the minimum head of the train is less than the boundary point of the secondary train detection device in front and the secondary train detection device in front is in a clearing state, the area controller starts the head screening timer. If the above conditions are met continuously within the screening delay time, or are allowed to fail briefly within a time not exceeding a preset proportion, it is determined that there is no hidden train at the head. For tail screening, when the maximum tail distance of the train to the boundary point of the secondary train detection equipment is less than the compensated monitoring distance and the secondary train detection equipment is in a clearing state, the area controller starts the tail screening timer. If the above conditions are continuously met within the screening delay time, or are allowed to fail briefly within a time not exceeding a preset proportion, it is determined that there is no hidden train at the tail.

[0014] As a preferred technical solution, the filtering operation in step D includes: When the safety envelope of a non-communication train is completely located inside the cleared secondary train detection equipment, the safety envelope is deleted. When the safety envelope of a non-communication train extends to the cleared secondary train detection equipment, the endpoint of the safety envelope is shortened to the boundary of the secondary train detection equipment. If all secondary train detection equipment inside the safety envelope is cleared after the shortening, the safety envelope is deleted.

[0015] As a preferred technical solution, the formula for calculating the original monitoring distance is: Original monitoring distance = minimum train length - axle distance - fuzzy section length - positioning uncertainty.

[0016] As a preferred technical solution, the message lifespan is calculated based on the maximum message delay time and the number of message retransmissions in the communication system.

[0017] According to a second aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

[0018] According to a third aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.

[0019] Compared with the prior art, the present invention has the following advantages: (1) By defining multiple configuration strategies and selecting the optimal strategy according to the characteristics of the line and the operational requirements, this invention realizes dynamic compensation for the time-varying nature of train position information and the uncertainty of train movement, overcoming the limitations of existing fixed parameter screening schemes in scenarios of packet loss or train slippage; the flexible selection mechanism of configuration strategies enables the system to ensure security while improving screening efficiency and line utilization. (2) This invention effectively eliminates the risk of incorrect screening caused by abnormal train reversal by introducing a monitoring distance compensation optimization method based on the maximum backward slip distance and a message survival time compensation optimization method; (3) Configuration 2 of the present invention actively deducts the maximum backward slip distance from the monitoring distance, so that the screening conditions can tolerate the transient disturbance caused by the backward slip of the train, fundamentally solving the risk of "ghost train" caused by the backward slip leading to the false clearing of the secondary train detection equipment and the wrong deletion of the safety envelope of the non-communication train; Configuration 3 extends the screening delay time to include the message survival time, ensuring that the area controller can receive the position message reflecting the true status of the train, thereby detecting the train's undesired movement during the timing period and restarting the screening process in time, solving the problem of screening misjudgment caused by message packet loss or delay; Compared with the existing fixed parameter screening scheme, the present invention greatly improves the screening success rate in the scenario of message packet loss or train backward slip, significantly improving the safety and reliability of the system; (4) This invention achieves a balance between security and operational efficiency by using an automated strategy selection mechanism based on equivalent speed indicators to prioritize the selection of more efficient screening schemes while meeting security compensation requirements. The equivalent speed indicators comprehensively consider two key parameters: monitoring distance and screening delay time, and can objectively evaluate the screening efficiency of different configuration strategies. Compared with the manual selection method that relies on the experience of operators, the automated selection mechanism reduces the impact of human factors and improves the consistency and reliability of strategy selection. At the same time, this invention supports operation and management personnel to manually select configuration strategies according to special operational needs, taking into account both automation and flexibility. (5) This invention is particularly applicable to urban rail transit scenarios that support coupled train formations; existing solutions rely on operational restrictions requiring non-communication trains to be at least 2 clearing intervals with the train in front of them, which cannot be adapted to scenarios where multiple trains are closely connected and running synchronously in coupled train formations, and significantly reduces line utilization; this invention, through the dynamic compensation mechanisms of configuration 2 and configuration 3, fundamentally eliminates the risks caused by packet loss and train slippage, and can ensure safety without relying on operational restrictions, enabling coupled train formations to operate safely and efficiently; compared with existing solutions, this invention increases line utilization by about 30%, significantly improving operational efficiency; (6) This invention requires no code modification and is configurable: different projects and different models can be upgraded directly by modifying the configuration file without changing the underlying ZC software. Attached Figure Description

[0020] Figure 1 This is a flowchart illustrating the specific process of the method of the present invention; Figure 2 This is a timeline diagram illustrating existing technological risks. Figure 3 This is a schematic diagram of the train dynamic screening method of the present invention. Detailed Implementation

[0021] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0022] Example 1 like Figure 1 As shown, the present invention provides a train dynamic screening method based on safety enhancement, the method comprising the following steps: Step A: The area controller defines multiple configuration strategies. The multiple configuration strategies include at least a first configuration strategy that compensates for the monitoring distance based on the maximum backward slip distance, or a second configuration strategy that compensates for the filtering delay time based on the message survival time. Each configuration strategy includes the header filtering delay time, the tail filtering delay time, the reverse motion monitoring flag, and the corresponding output limit. Step B: The area controller selects a target configuration strategy from the multiple configuration strategies based on whether the line supports joint connection and grouping, and calculates the compensated monitoring distance and filtering delay time based on the target configuration strategy; Step C: The area controller continuously monitors the distance relationship between the train and the secondary train detection equipment, as well as the status of the secondary train detection equipment, and determines the screening conditions by combining the compensated monitoring distance and the screening delay time. Step D: When the filtering conditions are met, the area controller performs a filtering operation to delete or shorten the safety envelope of non-communication trains.

[0023] Among them, the various configuration strategies dynamically adjust the monitoring distance or delay time parameters, so that the filtering conditions can adapt to dynamic changing scenarios such as train slippage and message delay.

[0024] By defining multiple configuration strategies and selecting the optimal strategy based on line characteristics and operational needs, this invention achieves dynamic compensation for the time-varying nature of train position information and the uncertainty of train movement, overcoming the limitations of existing fixed parameter screening schemes in scenarios of packet loss or train slippage. The flexible selection mechanism of configuration strategies enables the system to ensure security while improving screening efficiency and line utilization.

[0025] The following three configuration strategies are defined in step A, as shown in Table 1; Table 1 Where t_Front_Sweep_Delay / t_Rear_Sweep_Delay are the times for the head and tail sieve timers; Reverse_Movement_In_Sweep_Monitored_By_ZC is used to reduce the monitoring distance of the head and tail screens; when configured as 1, Front_Joint_Prox_Dist / Rear_Joint_Prox_Dist takes into account the backward slip distance of the train; Configuration 1, which sets the monitoring distance of t_Front_Sweep_Delay / t_Rear_Sweep_Delay and Sweep based on the original method, still requires outputting a safety limit.

[0026] Configuration 2 is a monitoring distance compensation optimization method based on the maximum backward slip distance. To solve the problem of trains slipping backward and causing incorrect clearing, C_Max_Reverse_Distance is actively deducted from the original monitoring distance Front_Joint_Prox_Dist. C_Max_Reverse_Distance is the maximum backward slip distance of the train. When the timer is started, the backward slip distance is taken into account to prevent downstream STDE clearing caused by the train slipping backward after the timer is started.

[0027] Configuration 3 uses a message survival time compensation optimization method to filter the status time t_Sweep_Downstream_STDE_Clear_Delay of the downstream STDE. In addition to considering C_Max_STDE_Occupied_Delay, it is also necessary to consider the validity period C_Max_Loc_Report_Survival_Duration of the position message sent by the onboard controller (CC) to the ZC. This time can ensure that the ZC receives the position message after the train slips and detects the unwanted movement of the train from the start of the timer to the timer reaching C_Max_STDE_Occupied_Delay, thereby restarting the train screening process.

[0028] In step B, the configuration strategy is selected according to the following principles, and the compensated monitoring distance and the head and tail filtering timer time are calculated; Configuration 1 offers the highest screening efficiency, but theoretically, it presents a safety issue when adjacent trains are close together, potentially leading to both trains rolling backward simultaneously. This safety issue can be mitigated through operational restrictions if the project does not support train coupling. However, if the project supports coupling, and a non-communication train at the head of a train corresponds to a coupled train, if the coupled train rolls backward, Configuration 1 might cause the safety envelope of that non-communication train to be mistakenly deleted. Furthermore, since multiple trains in a coupled train must be closely connected and operate synchronously, this cannot be mitigated through operational restrictions. Configurations 2 and 3, due to increased confirmation time for downstream STDE clearing or shortened monitoring distance between the train head and the downstream STDE, make screening more difficult and may affect its availability to some extent. However, given the aforementioned safety limitations, projects supporting coupled trains can only choose either Configuration 2 or Configuration 3. Projects can select between Configuration 2 and Configuration 3 using the following methods: V_train_2=(Front_Joint_Prox_Dist-C_Max_Reverse_Distance) / C_Max_STDE_Occupied_Delay. V_train_3=Front Sweep Prox Dist / (C Max STDE Occupation Delay+ C_Max_Loc_Report_Survival_Duration).

[0029] If V_train_2 > V_train_3, then configuration 2 is used; otherwise, configuration 3 is used.

[0030] Step C, which combines the monitoring distance and screening delay time to determine the screening conditions, mainly includes: For head screening, when the minimum distance between the train's head and the boundary point of the STDE ahead is less than the monitoring distance set in step B and the downstream STDE is cleared, ZC immediately starts the head screening timer. During the timer, ZC continuously monitors the above conditions. If the above state can be maintained for at least the head screening time set in step B, ZC determines that there is no hidden train at the head. For tail screening, when the maximum tail distance of the train to the boundary point of the STDE behind it is less than the monitoring distance set in step B and the downstream STDE is cleared, ZC immediately starts the tail screening timer. During the timer, ZC continuously monitors the above conditions. If the above state can be maintained for at least the tail screening time set in step B, ZC determines that there is no hidden train at the tail.

[0031] Step D: The main components of the filtering operation are: For head filtering, if there is a safety envelope corresponding to a non-communication vehicle ahead and the safety envelope is completely located in the STDE where the train head is located, it can be directly deleted; if there is a safety envelope corresponding to a non-communication vehicle ahead and the safety envelope intersects with the STDE where the train head is located, the safety envelope can be shortened to the STDE boundary. If the entire interior of the shortened envelope is cleared, it can be directly deleted. For tail-end filtering, if there is a safety envelope corresponding to a non-communication car behind it and the safety envelope is completely located in the STDE where the train tail is located, it can be directly deleted; if there is a safety envelope corresponding to a non-communication car behind it and the safety envelope intersects with the STDE where the train tail is located, the safety envelope can be shortened to the STDE boundary. If the entire interior of the shortened envelope is cleared, it can be directly deleted.

[0032] As a further implementation, the original monitoring distance is calculated using the following formula: the original monitoring distance equals the minimum train length minus the axle distance minus the fuzzy section length minus the positioning uncertainty, where the minimum train length is 30 to 50 meters, the axle distance is 4 to 8 meters, the fuzzy section length is 0 to 2 meters, and the positioning uncertainty is 0 to 5 meters. This calculation formula comprehensively considers the train's physical characteristics, the detection equipment's characteristics, and the positioning system's accuracy, ensuring the rationality of the monitoring distance.

[0033] As a further implementation, the maximum backward slip distance ranges from 3 meters to 10 meters. This parameter is determined based on factors such as the characteristics of the train braking system and the track gradient, providing a basis for monitoring distance compensation in configuration 2.

[0034] As a further implementation, the message lifetime is calculated based on the maximum message delay time and the number of message retransmissions of the communication system; this parameter reflects the timeliness characteristics of the communication system and provides a basis for the filtering delay time compensation in configuration 3.

[0035] Example 2 The train screening method provided in this embodiment can be applied to the area controller ZC to solve the problem of non-communication train screening caused by packet loss and train slippage. The technical solution provided in this embodiment can be applied to the field of urban rail transit.

[0036] Assumptions and initial parameters: In a certain urban rail transit line, ZC manages a section containing three consecutive secondary train detection devices (STDEs, such as axle counting sections) A, B, and C. A communication train (train 1) is currently running on STDE A, and its minimum headway distance from the boundary point of downstream STDE B is D_current. ZC has pre-configured the following line and train parameters (as given in this embodiment): C_Smallest_Train_Length (Minimum allowed train length for the line): 40 meters.

[0037] C_STDE_Bobbing_Distance (distance from the outer end of the train to the second axle): 6 meters.

[0038] C_D_Joint (STDE detects ambiguous sections): 0 meters.

[0039] Location_Uncertainty_Not_Confirmed (Maximum error when location is not confirmed): 0 meters.

[0040] C_Max_Reverse_Distance (maximum backward slip distance of the train): 5 meters.

[0041] C_Max_STDE_Occupation_Delay (The longest time ZC detects occupancy information): 7 seconds.

[0042] C_Max_Loc_Report_Survival_Duration (Maximum survival time for location packets): 5 seconds.

[0043] Step A: Define the specific parameters of the configuration strategy and the corresponding output restrictions. ZC first reads the three configuration strategies and related parameters defined in Table 1 from the configuration file. In this embodiment, since the line supports fully automatic train coupling operation (i.e., multiple trains in a coupling trainset are closely connected and move synchronously), the risk cannot be avoided through operational restrictions (such as requiring an interval of at least 2 clearing STDEs). Therefore, according to the safety restrictions in the technical solution, configuration 1 is excluded. ZC will choose one of configuration 2 and configuration 3.

[0044] Step B: Select the configuration strategy and calculate the compensated monitoring distance and filtering latency. ZC obtains key parameters in the current scenario and calculates the equivalent "speed" index under the two configurations to select the solution that balances efficiency and security.

[0045] First, calculate the original monitoring distance: Front_Joint_Prox_Dist_original Front_Joint_Prox_Dist_original=C_Smallest_Train_Length- C_STDE_Bobbing_Distance - C_D_Joint - Location_Uncertainty_Not_Confirmed = 40 - 6 -0 - 0 = 34 meters Evaluation Configuration 2 (based on maximum backward slip compensation): The compensated monitoring distance Front_Joint_Prox_Dist_config2 is the original distance minus the maximum backslip distance: Front_Joint_Prox_Dist_config2 = Front_Joint_Prox_Dist_original - C_Max_Reverse_Distance = 34 - 5 = 29 meters The head-screen timer t_Sweep_Delay_config2 is kept at C_Max_STDE_Occupation_Delay = 7 seconds.

[0046] Calculate the equivalent velocity V_train_2 for configuration 2: V_train_2 = Front_Joint_Prox_Dist_config2 / t_Sweep_Delay_config2 = 29 m / 7 sec ≈ 4.14 m / sec Evaluation Configuration 3 (Based on Message Liveness Compensation): The monitoring distance Front_Joint_Prox_Dist_config3 remains unchanged at 34 meters.

[0047] The head-screening timer t_Sweep_Delay_config3 needs to have its message lifetime increased. t_Sweep_Delay_config3=C_Max_STDE_Occupation_Delay+ C_Max_Loc_Report_Survival_Duration = 7 seconds + 5 seconds = 12 seconds Calculate the equivalent speed V_train_3 for configuration 3: V_train_3 = Front_Joint_Prox_Dist_config3 / t_Sweep_Delay_config3 =34 meters / 12 seconds ≈ 2.83 meters / seconds Strategy selection: Comparing V_train_2 (≈4.14 m / s) and V_train_3 (≈2.83 m / s), since V_train_2 > V_train_3, it indicates that, under the premise of satisfying safety compensation, configuration 2 allows the train to complete the screening conditions at a higher equivalent speed, thus having better operating efficiency. Therefore, ZC automatically selects configuration 2 as the head screening strategy for the current train 1.

[0048] Step C: Determine the filtering criteria by combining monitoring distance and filtering delay time. ZC starts and executes the head screening process using the parameters calculated by configuration 2 (monitoring distance 29 meters, head screening timer 7 seconds).

[0049] Condition Trigger: ZC monitors the position report of train 1 in real time. At time T1, ZC receives the position report of train 1 and calculates that its minimum headway distance to the boundary point D_current of downstream STDE B is 28 meters. Since D_current (28 meters) < Front_Joint_Prox_Dist_config2 (29 meters), and the current state of STDE B held by ZC is "cleared", the trigger condition is met. ZC immediately starts a head-screening timer with a duration of 7 seconds.

[0050] Continuous monitoring: During the next 7-second timer window, ZC will continuously execute the following monitoring logic: To prevent the impact of backward slippage: According to the logic of configuration 2, ZC actively deducts the maximum possible backward slippage distance (5 meters) of the train during the judgment process. Even if train 1 actually slips backward during the timing period, if its position report shows that the distance between its minimum front end and STDE B is greater than 29 meters due to the backward slippage, ZC will ignore this change because its monitoring distance setting already includes a tolerance for 5 meters of backward slippage. This avoids the incorrect fulfillment of the screening criteria due to STDE B being "cleared" by a brief backward slippage of the train.

[0051] Monitoring STDE status: ZC continuously checks the status of downstream STDE B, requiring it to remain "cleared" for 7 seconds.

[0052] Step D: Perform the filtering operation After the 7-second countdown ended, ZC confirmed that within the timing window, the distance between the minimum front of train 1 and the STDE B boundary remained less than or equal to the compensated monitoring distance (29 meters), and STDE B continued to clear. ZC determined that there were no hidden non-communication cars at the front of train 1. Subsequently, ZC performs a head-screening operation: Assume there was originally a safety envelope of a non-communication train on STDE B ahead of train 1. Since head-screening is possible, ZC checks the position of this safety envelope: if the safety envelope is entirely within STDE B, ZC directly deletes it, freeing up line resources. If the safety envelope partially extends into STDE B, ZC shortens the endpoint of the safety envelope to the boundary of STDE B. After shortening, the entire STDE within the safety envelope is cleared, and the envelope can then be deleted. Figure 3 As shown. At this point, Train 1 has completed the head screening, meeting the prerequisites for upgrading to CBTC operation mode. The tail screening process is similar to the head screening process. Throughout the process, even if Train 1 experiences significant backward slippage (maximum 5 meters) or position message delays, the compensation mechanism of Configuration 2 will prevent misjudgments, fundamentally resolving the "ghost train" risk described in the background technology and safely supporting the tight operation requirements of coupled train sets.

[0053] Example 3 The present invention also provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in read-only memory (ROM) or loaded from a storage unit into random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0054] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0055] The processing unit performs the various methods and processes described above, such as steps A through D. For example, in some embodiments, steps A through D may be implemented as a computer software program tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps A through D described above may be performed. Alternatively, in other embodiments, the CPU may be configured to perform steps A through D by any other suitable means (e.g., by means of firmware).

[0056] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0057] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0058] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0059] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A train dynamic screening method based on safety enhancement, characterized in that, The method includes the following steps: Step A: The area controller defines multiple configuration strategies. The multiple configuration strategies include at least a first configuration strategy that compensates for the monitoring distance based on the maximum backward slip distance, or a second configuration strategy that compensates for the filtering delay time based on the message survival time. Each configuration strategy includes the header filtering delay time, the tail filtering delay time, the reverse motion monitoring flag, and the corresponding output limit. Step B: The area controller selects a target configuration strategy from the multiple configuration strategies based on whether the line supports joint connection and grouping, and calculates the compensated monitoring distance and filtering delay time based on the target configuration strategy; Step C: The area controller continuously monitors the distance relationship between the train and the secondary train detection equipment, as well as the status of the secondary train detection equipment, and determines the screening conditions by combining the compensated monitoring distance and the screening delay time. Step D: When the filtering conditions are met, the area controller performs a filtering operation to delete or shorten the safety envelope of non-communication trains.

2. The train dynamic screening method based on safety enhancement according to claim 1, characterized in that, The various configuration strategies in step A include configuration 1, configuration 2 and configuration 3; Configuration 1 uses the original monitoring distance and the original screening delay time. When the area controller calculates the movement authorization, it adds a safety interval constraint to restrict the secondary train detection equipment from being at least 2 clearing intervals between non-communication trains and the train in front. Configuration 2 compensates the monitoring distance based on the maximum backward slip distance, wherein the compensated monitoring distance is equal to the original monitoring distance minus the maximum backward slip distance of the train. Configuration 3 compensates for the filtering delay time based on the message survival time, wherein the compensated filtering delay time is equal to the original filtering delay time plus the message survival time.

3. The train dynamic screening method based on safety enhancement according to claim 2, characterized in that, When configuration 2 is used, during the screening process, if the distance between the train and the secondary train detection equipment exceeds the compensated monitoring distance but does not exceed the original monitoring distance, the area controller will not restart the screening timer or update the screening conditions.

4. The train dynamic screening method based on safety enhancement according to claim 2, characterized in that, When configuration 3 is used, the area controller continuously receives the train's location message during the screening process. When the area controller detects that the train has reversed its movement within the screening delay time, it restarts the screening process.

5. The train dynamic screening method based on safety enhancement according to claim 2, characterized in that, Step B, which involves selecting the target configuration strategy from the various configuration strategies based on whether the line supports coupled train formation, includes: automatic selection based on equivalent speed indicators, or manual selection by operation and management personnel according to operational needs.

6. The train dynamic screening method based on safety enhancement according to claim 5, characterized in that, The automatic selection based on equivalent speed index specifically refers to: Calculate the first equivalent speed of configuration 2, where the first equivalent speed is equal to the compensated monitoring distance of configuration 2 divided by the filtering delay time of configuration 2; Calculate the second equivalent speed of configuration 3, whereby the second equivalent speed is equal to the original monitoring distance divided by the compensated filtering delay time of configuration 3; When the first equivalent speed is greater than the second equivalent speed, the configuration 2 is selected as the target configuration strategy; Otherwise, select configuration 3 as the target configuration strategy.

7. The train dynamic screening method based on safety enhancement according to claim 2, characterized in that, When the line supports coupled marshalling, exclude configuration 1 and select the target configuration strategy only in configuration 2 and configuration 3.

8. The train dynamic screening method based on safety enhancement according to claim 1, characterized in that, The screening criteria determination in step C includes: For head screening, when the minimum head of the train is less than the boundary point of the secondary train detection device in front and the secondary train detection device in front is in a clearing state, the area controller starts the head screening timer. If the above conditions are met continuously within the screening delay time, or are allowed to fail briefly within a time not exceeding a preset proportion, it is determined that there is no hidden train at the head. For tail screening, when the maximum tail distance of the train to the boundary point of the secondary train detection equipment is less than the compensated monitoring distance and the secondary train detection equipment is in a clearing state, the area controller starts the tail screening timer. If the above conditions are continuously met within the screening delay time, or are allowed to fail briefly within a time not exceeding a preset proportion, it is determined that there is no hidden train at the tail.

9. The train dynamic screening method based on safety enhancement according to claim 1, characterized in that, The filtering operation in step D includes: When the safety envelope of a non-communication train is completely located inside the cleared secondary train detection equipment, the safety envelope is deleted. When the safety envelope of a non-communication train extends to the cleared secondary train detection equipment, the endpoint of the safety envelope is shortened to the boundary of the secondary train detection equipment. If all secondary train detection equipment inside the safety envelope is cleared after the shortening, the safety envelope is deleted.

10. The train dynamic screening method based on safety enhancement according to claim 2, characterized in that, The formula for calculating the original monitoring distance is: Original monitoring distance = minimum train length - axle distance - length of ambiguous section - positioning uncertainty.

11. The train dynamic screening method based on safety enhancement according to claim 1, characterized in that, The message lifetime is calculated based on the maximum message delay time and the number of message retransmissions in the communication system.

12. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 11.

13. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 11.

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